European ATM Network Operations Performance Plan Assessment 2011-2014

European ATM Network OperationsPerformance Plan Assessment

2011 - 2014

Edition June 2010

EUROCONTROL

EUROPEAN ATM NETWORK OPERATIONS PERFORMANCE PLAN ASSESSMENT 2011-2014

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CONTENTS

1. INTRODUCTION.......................................................................................................................................... 1

2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE ................................................................. 1

3. MEDIUM-TERM TRAFFIC FORECAST.......................................................................................................... 2

4. MEDIUM-TERM CAPACITY REQUIREMENTS............................................................................................... 4 4.1. OVERALL NETWORK CAPACITY REQUIREMENTS .................................................................................................. 4 4.2. ACC CAPACITY REQUIREMENTS...................................................................................................................... 5 4.3. IMPACT OF TRAFFIC DISTRIBUTION ON MEDIUM-TERM CAPACITY PLANNING............................................................... 7

5 MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS............................................................. 10

5.1 CAPACITY PLANNING PROCESSES ......................................................................................................... 10

5.2 TOOLS ..................................................................................................................................................... 10 5.2.1 CAPAN......................................................................................................................................................................10 5.2.2 DEMAND DATA REPOSITORY (DDR)...........................................................................................................................11 5.2.3 NEVAC......................................................................................................................................................................11 5.2.4 SAAM .......................................................................................................................................................................11

5.3 DEMAND FORECASTING.......................................................................................................................... 12

6 ENROUTE & TERMINAL CAPACITY ENHANCEMENT ................................................................................ 13 6.1 THE AIRSPACE ACTION PLAN ....................................................................................................................... 13 6.2 THE FLIGHT EFFICIENCY PLAN ..................................................................................................................... 13 6.2.1 ACTION POINT 1: ENHANCE EUROPEAN AIRSPACE DESIGN................................................................................ 14 6.2.2 ACTION POINT 2: IMPROVE AIRSPACE UTILISATION AND ROUTE NETWORK AVAILABILITY ......................................... 20 6.2.3 ACTION POINT 3: EFFICIENT TERMINAL AIRSPACE............................................................................................ 21 6.2.4 ACTION POINT 4: OPTIMISE AIRPORT OPERATIONS .......................................................................................... 22 6.2.5 ACTION POINT 5: IMPROVE PERFORMANCE AWARENESS................................................................................... 24 6.2.6 NEXT STEPS............................................................................................................................................. 24

7 ACC CAPACITY ENHANCEMENT MEASURES........................................................................................... 25 7.1 ADDITIONAL CONTROLLERS ......................................................................................................................... 25 7.2 INCREASED SECTOR THROUGHPUT AND THE USE OF OPTIMUM CONFIGURATIONS .................................................... 25 7.3 NEW ATM SYSTEMS AND ATM SYSTEM UPGRADES .......................................................................................... 25 7.4 OTHER LOCAL CAPACITY ENHANCEMENT MEASURES ....................................................................................... 26

8 PAN-EUROPEAN CAPACITY ENHANCEMENT PROGRAMMES.................................................................. 27 8.1 LINK 2000 PROGRAMME ............................................................................................................................ 28 8.2 8.33 KHZ BELOW FL195 ............................................................................................................................. 28 8.3 AERONAUTICAL INFORMATION MANAGEMENT PROJECTS ................................................................................... 29 8.4 NAVIGATION INFRASTRUCTURE PROJECTS...................................................................................................... 30 8.5 MODE S PROGRAMME ................................................................................................................................ 31 8.6 CASCADE ................................................................................................................................................. 33 8.7 FASTI ...................................................................................................................................................... 33 8.8 SAFETY NETS ........................................................................................................................................... 34 8.9 TECHNICAL SUPPORT FOR TMAS ................................................................................................................. 34

9 AIRPORTS ................................................................................................................................................ 36 9.1 AIRPORT ACTIVITIES IN SUPPORT OF THE DMEAN FRAMEWORK PROGRAMME ...................................................... 36 9.1.1 DMEAN IMPLEMENTATION TARGETS............................................................................................................. 37 9.1.2 TARGET AIRPORTS .................................................................................................................................... 38 9.1.3 ANALYSIS AND DELAY REDUCTION ACTIVITIES................................................................................................. 39 9.1.4 AIRSIDE CAPACITY ENHANCEMENT (ACE) ACTIVITIES....................................................................................... 40 9.1.5 ASSESSMENT OF OPTIMUM LOCATION OF RAPID EXIT TAXIWAYS (RETS) .............................................................. 41 9.1.6 PLANNED CAPACITY ENABLERS .................................................................................................................... 42 9.1.7 AIRPORT COLLABORATIVE DECISION MAKING (A-CDM) .................................................................................... 43 9.1.8 CONTRIBUTION TO NETWORK OPERATIONS PLAN (NOP)................................................................................... 48 9.2 ACTION PLANS IN SUPPORT OF DMEAN ACTIVITIES.......................................................................................... 49


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10 EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM NETWORK (2011-2014) .................. 51 10.1 MEDIUM-TERM DELAY FORECAST .................................................................................................................. 51 10.2 POTENTIAL BOTTLENECK AREAS AND EXPECTED SOLUTIONS............................................................................... 53

11 CONCLUSIONS......................................................................................................................................... 56

ANNEX 1 : ACC TRAFFIC & CAPACITY .................................................................................................................. 57 ALBANIA TIRANA ACC ................................................................................................................. 58 ARMENIA YEREVAN ACC .............................................................................................................. 59 AUSTRIA VIENNA ACC............................................................................................................... 60 AZERBAIJAN BAKU ACC .................................................................................................................. 61 BELGIUM BRUSSELS ACC.......................................................................................................... 62 BULGARIA SOFIA ACC ................................................................................................................. 63 CROATIA ZAGREB ACC.............................................................................................................. 64 CYPRUS NICOSIA ACC.............................................................................................................. 65 CZECH REPUBLIC PRAGUE ACC................................................................................................................ 66 DENMARK COPENHAGEN ACC ........................................................................................................ 67 ESTONIA TALLINN ACC.............................................................................................................. 68 EUROCONTROL MAASTRICHT UAC...................................................................................................... 69 FINLAND ROVANIEMI ACC ............................................................................................................ 70 FINLAND TAMPERE ACC .............................................................................................................. 71 FRANCE BORDEAUX ACC ............................................................................................................ 72 FRANCE BREST ACC .................................................................................................................. 73 FRANCE MARSEILLE ACC ............................................................................................................ 74 FRANCE PARIS ACC ................................................................................................................... 75 FRANCE REIMS ACC................................................................................................................... 76 FYROM SKOPJE ACC................................................................................................................. 77 GERMANY BREMEN ACC ................................................................................................................ 78 GERMANY LANGEN ACC ................................................................................................................ 79 GERMANY KARLSRUHE UAC ........................................................................................................... 80 GERMANY MUNICH ACC ................................................................................................................ 81 GREECE ATHENS ACC ................................................................................................................ 82 GREECE MAKEDONIA ACC ........................................................................................................... 83 HUNGARY BUDAPEST ACC ............................................................................................................. 84 IRELAND DUBLIN ACC ................................................................................................................. 85 IRELAND SHANNON ACC .............................................................................................................. 86 ITALY BRINDISI ACC................................................................................................................ 87 ITALY MILAN ACC ................................................................................................................... 88 ITALY PADOVA ACC ................................................................................................................ 89 ITALY ROME ACC ................................................................................................................... 90 LATVIA RIGA ACC..................................................................................................................... 91 LITHUANIA VILNIUS ACC ................................................................................................................. 92 MALTA MALTA ACC .................................................................................................................. 93 MOLDOVA CHISINAU ACC .............................................................................................................. 94 THE NETHERLANDS AMSTERDAM ACC .......................................................................................................... 95 NORWAY BODO ACC ................................................................................................................... 96 NORWAY OSLO ACC.................................................................................................................... 97 NORWAY STAVANGER ACC ........................................................................................................... 98 POLAND WARSAW ACC............................................................................................................... 99 PORTUGAL LISBON ACC ............................................................................................................... 100 ROMANIA BUCHAREST ACC ......................................................................................................... 101 SERBIA BELGRADE ACC........................................................................................................... 102 SLOVAK REPUBLIC BRATISLAVA ACC ......................................................................................................... 103 SLOVENIA LJUBLJANA ACC........................................................................................................... 104 SPAIN BARCELONA ACC ......................................................................................................... 105 SPAIN CANARIAS ACC............................................................................................................ 106 SPAIN MADRID ACC............................................................................................................... 107 SPAIN PALMA ACC ................................................................................................................ 108 SPAIN SEVILLA ACC .............................................................................................................. 109 SWEDEN MALMO ACC ............................................................................................................... 110 SWEDEN STOCKHOLM ACC ........................................................................................................ 111 SWITZERLAND GENEVA ACC............................................................................................................ 112


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SWITZERLAND ZURICH ACC ............................................................................................................. 113 TURKEY ANKARA ACC .............................................................................................................. 114 TURKEY ISTANBUL APP ............................................................................................................. 115 TURKEY IZMIR APP .................................................................................................................. 116 UKRAINE KHARKIV ACC.............................................................................................................. 117 UKRAINE KYIV ACC ................................................................................................................... 118 UKRAINE L’VIV ACC .................................................................................................................. 119 UKRAINE ODESA ACC................................................................................................................ 120 UKRAINE SIMFEROPOL ACC ........................................................................................................ 121 UNITED KINGDOM LONDON ACC .............................................................................................................. 122 UNITED KINGDOM LONDON TC ................................................................................................................ 123 UNITED KINGDOM NEW PRESTWICK ACC ............................................................................................. 124

ANNEX 2 : AIRPORTS .......................................................................................................................................... 126 ALICANTE AIRPORT – ALC/ LEAL ...................................................................................................................... 127 AMSTERDAM AIRPORT – AMS/EHAM................................................................................................................ 129 BARCELONA AIRPORT – BCN/ LEBL ................................................................................................................. 131 BRUSSELS AIRPORT – BRU/ EBBR ................................................................................................................... 133 BUDAPEST AIRPORT – BUD/ LHBP ................................................................................................................... 135 COPENHAGEN AIRPORT – CPH/ EKCH ............................................................................................................. 137 DUBLIN AIRPORT – DUB/ EIDW......................................................................................................................... 139 FLORENCE AIRPORT – FLR/ LIRQ..................................................................................................................... 141 FRANKFURT AIRPORT – FRA/ EDDF ................................................................................................................. 143 GENEVA AIRPORT – / LSGG ............................................................................................................................. 145 IRAKLION AIRPORT – HER/ LGIR ...................................................................................................................... 147 ISTANBUL AIRPORT – IST/ LTBA ....................................................................................................................... 149 LONDON HEATHROW AIRPORT – LHR/ EGLL ................................................................................................... 151 LISBON AIRPORT – LIS/ LPPT ........................................................................................................................... 153 MADRID AIRPORT – MAD/ LEMD ....................................................................................................................... 155 MILAN LINATE AIRPORT – LIN/ LIML ................................................................................................................. 157 MILAN MALPENSA AIRPORT – MXP/ LIMC......................................................................................................... 159 MUNICH AIRPORT – MUC/ EDDM ...................................................................................................................... 161 PALMA MALLORCA AIRPORT – PMI/ LEPA ........................................................................................................ 163 PARIS CHARLES DE GAULLE AIRPORT – CDG/ LFPG ....................................................................................... 165 PRAGUE AIRPORT – PRG/ LKPR....................................................................................................................... 167 ROME FIUMICINO AIRPORT – FCO/ LIRF .......................................................................................................... 169 THESSALONIKI AIRPORT – SKG/ LGTS ............................................................................................................. 171 VALENCIA AIRPORT – VLC/ LEVC ..................................................................................................................... 173 VENEZIA AIRPORT – VCE/ LIPZ......................................................................................................................... 175 VIENNA AIRPORT – VIE/ LOWW ........................................................................................................................ 177 WARSAW AIRPORT – WAW/ EPWA ................................................................................................................... 179 ZURICH AIRPORT – ZRH/ LSZH......................................................................................................................... 181

ACRONYMS.......................................................................................................................................................... 183


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INTENTIONALLY LEFT BLANK


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EXECUTIVE SUMMARY

The European Medium-Term ATM Network Operations Performance Plan Assessment consolidates all local capacity plans into one single document and provides an outlook of the expected network performance for the period 2011-2014 with increased focus on 2011/12.

This document has been developed in the context of the European ATM network operations, planning and management. The intent is to provide a medium-term outlook of capacity performance at network level and of capacity enhancement measures planned for each ACC, as well as a description of the airport capacity assessment and enhancement work in progress at the most constraining airports. The Plan identifies potential bottlenecks and gives early indications to States and ANSPs on the need to plan for additional resources, on network interactions and on the need to implement improvements at network level.

States, ANSPs, Airports and aircraft operators have worked together with the Agency to address the ATM capacity gap and have fully supported the interactive approach for the development of sound local capacity plans in the context of the Local Single Sky Implementation Plan (LSSIP) development.

The document identifies the airspace structure development activities that balance the deployment of additional capacity against increased flight efficiency over the European ATM network.

The latest EUROCONTROL STATFOR Medium-Term Forecast (MTF) predicts that between 2009 and 2014, the average baseline annual traffic growth in Europe will be 2.8. This is an improvement on last year’s forecast, indicating initial signs of economic recovery from the global recession.

Although traffic growth at network level remains fairly low, States on the critical south-east axis are expected to experience higher demand growth, increasing the need for robust capacity planning and implementation.

At European network level, the delay forecast for the period 2011-2013 shows that network delay will continue to be higher than the target set by the Provisional Council of 1 minute per flight enroute, in spite of minimal traffic growth in many areas. Delays in Summer 2011 are likely to be higher than initially expected, resulting from planned reduction in capacity during the training and implementation of major ATM system upgrades and/or airspace reorganisation, combined with a shortage of available controllers.

Summer Traffic, Delay & Capacity Evolution

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Even though there are plans to increase structural capacity, the shortage of qualified controllers remains a major obstacle to the enhancement of performance at local level. In spite of significant efforts to ensure a more effective and flexible resource utilisation, a number of ACCs, particularly on the SE axis are expected to operate less-than-optimum sector configurations during peak hours. This reinforces the need for robust and realistic capacity planning and implementation.


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1. INTRODUCTION

The European ATM Network Operations Performance Plan Assessment for the period 2011-2014 has been prepared by EUROCONTROL in the context of the cooperative process between the Air Navigation Service Providers (ANSPs), airports and the Agency for the development of local capacity plans. It is part of the consolidated planning process already implemented through the Dynamic Management of European Airspace Network (DMEAN) Framework Programme.

The document provides a medium-term outlook of the capacity situation at network and local level, identifies possible bottlenecks and gives early indication of the need for additional measures, details of network interactions and improvements required at network level. It allows an early assessment of the ability of the network to provide the required capacity and enable a jointly agreed course of action with respect to local actions and network developments.

Included is a brief review of past capacity performance, an assessment of the expected performance of the European ATM network in 2011 and 2012 and a summary of capacity enhancement measures planned for each Area Control Centre (ACC) for the period 2011-2014, as agreed with individual ANSPs during the development of capacity plans included in the Local Single Sky Implementation Plans (LSSIP) 2010-2014.

As part of the continuing drive towards the full integration of airports into the network capacity planning process, a description of the airport capacity assessment and enhancement work in progress is included, as well as specific information on the expected evolution of capacity at the most constraining airports.

Details of expected network and local performance for Summer 2010 may be found in the Network Operations Plan for each ACC and for some airports, available through the NOP Portal.

2. REVIEW OF PAST ATM NETWORK CAPACITY PERFORMANCE

The number of flights in Europe in 2009 was -6.4% lower than in 2008 (around 620,000 fewer flights, after discounting the 2008 leap year). The peak day in 2009 was Friday 26 June with 31434 flights (cf. peak day 2008: Friday 27 June with 34476 flights). Total delay related to Air Traffic Management in 2009 decreased by -36% when compared to 2008.

The forecast traffic variation for the year 2009 was between -8.1% reduction for the low scenario and -1.5% reduction for the high scenario (source: medium-term STATFOR forecast, February 2009). The forecast total ECAC delay for the Summer season, derived from the baseline traffic growth forecast for enroute and airport was 1.6 minutes per flight, of which 1.1 minutes was attributed to en-route delay.

Actual traffic evolution in 2009 was between the baseline and low scenario of the STATFOR medium-term forecast, with traffic decreasing by -6.5% for the Summer season (May to October) and by -6.4% for the whole year, when compared to corresponding periods in 2008.

Over the whole year 2009, the average ATFM delay per flight was exactly the same as in 2008: 1.6 minutes, of which 1.0 minute was attributed to enroute delay. For the Summer season, the average ATFM delay per flight was 1.8 minutes, of which 1.2 minutes was attributed to enroute delay.


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The effective capacity of European ATM network increased by 0.6% for the Summer period and by 0.4% for the whole year 2009. The considerable reduction in demand should have enabled complete closure of the capacity gap, but yet again the Summer enroute delay target was not met. This was due to a small number of critical ACCs, mainly on the south-east axis, that did not have sufficient controllers available to open optimum sector configurations. Ongoing staff management problems and system limitations resulting from the postponement of major projects were contributing factors.

More than two-thirds of the total ECAC enroute delay during Summer 2009 was the result of ATFM regulations in just 8 ACCs: Athens, Karlsruhe, Langen, Madrid, Nicosia, Warsaw, Vienna and Zurich.

Indicators for the evolution of flight efficiency in terms of route network design, route availability and flight planning show positive results, showing a steady and measurable decrease since monitoring began.

The reduction in air traffic following 9/11, combined with improved capacity planning processes, enabled sufficient closure of the capacity gap to almost achieve the Summer delay target of 1 minute per flight enroute in 2003 and 2004, but in subsequent years delays again increased as a result of controller shortages and the postponement of some major projects. Summer 2009 saw enroute delay once again close to the target, but this is attributed to the considerable decrease in air traffic caused by the continuing recession.

The loss of revenue (for service providers and users), has shifted focus from increasing capacity and reducing delay to improving flight efficiency and reducing overall cost. Unfortunately, for a number of ANSPs, this has meant cutting back on the recruitment of air traffic controllers and/or costly projects (in terms of cash and staff). These short-term economies will have an adverse impact on long-term capacity provision across the European ATM network, the effects of which may only be apparent when traffic growth again accelerates and capacity and delay move once more into the spotlight.

3. MEDIUM-TERM TRAFFIC FORECAST

The latest EUROCONTROL STATFOR Medium-Term Forecast (MTF) was published in February 2010 and covers the period 2010-2016. It indicates that, over this period, the average annual traffic growth in Europe is expected to be between 1.6% and 4.0% with a most likely value of 2.8% per year. This is an improvement on the previous year’s forecast, indicating initial signs of economic recovery from the global recession.

The traffic forecast per ACC assumes that the airspace structure will continue to exist in its current form. In reality it will continue to develop and change over the period of this report. The maps below show the traffic increase in 2014 compared to 2009 at ACC level, for the baseline and the high traffic growth scenarios with traffic distributed over the current route network. This traffic increase was derived through the capacity planning process of EUROCONTROL for a representative period of the Summer season, on the basis of the origin-destination zones (ODZ) growth provided by STATFOR as part of the Medium-Term Forecast 2010-2016 released in February 2010.


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See paragraph 5.3 for more information on the traffic forecasting methodology and the individual ACC pages in Annex 1 for the % growth per ACC.


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4. MEDIUM-TERM CAPACITY REQUIREMENTS

4.1. Overall network capacity requirements

In 2001, the EUROCONTROL Provisional Council (PC/10) “endorsed an overall ATM network target to reduce progressively to a cost-optimum average ATFM delay of one minute per flight enroute by the Summer 2006, as a basis for the cooperative planning and provision of capacity”. This Summer enroute delay target was reconfirmed by PC/27 for the medium term (at least until 2013).

Actual delay for Summer 2009 was 1.2 minutes per flight enroute, a decrease compared to Summer 2008, primarily due to the 7% reduction in traffic.

The “effective capacity” of the European ATM network would need to increase by 18% between Summer 2009 and Summer 2014, to achieve and maintain the 1 minute enroute delay target and meet the forecast traffic increase of 15%, (baseline growth, STATFOR MTF Feb ‘10). Current local capacity plans indicate that this will not be the case and that delays will increase further.

Over the same period 2009-2014, the high growth traffic forecast is 22% and, if the recovery is slower than expected, the low growth scenario predicts an increase of just 7%.

The European ATM Summer season network capacity will need to be increased by 25% if the traffic follows the high growth scenario.

The difference between the traffic growth and the required capacity increase comes from the fact that the enroute delay target has not yet been met and a capacity increase higher than the traffic growth is required to close the capacity gap as well as to meet future demand.

The following chart illustrates the historical and forecast evolution of the enroute ATFM delay, traffic and “effective capacity”.


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4.2. ACC capacity requirements

In March, following the update of the STATFOR traffic forecast, a range of capacity requirement profiles are established for each ACC through the overall European ATM Network capacity planning process for each year of the planning period, to provide early information and enable flexible and interactive planning of ATM capacity and a better reflection of local needs and realities.

The ACC capacity requirement profiles will again be updated following the September refresh of the traffic forecast. The September capacity requirement profiles are agreed to be used as the basis for cooperative planning and provision of capacity for the coming 5 years and will be published in the traffic and capacity chapter of the LSSIP 2011-2015.

The capacity requirement profiles are based on the following planning assumptions: Achieving (by Summer 2010) and maintaining the PC average enroute delay target of 1

minute per flight; Traffic growth according to the STATFOR medium-term forecast (Mar 2010), low, baseline

and high traffic growth scenarios; Forecast traffic distributed over the current and the shortest routes available on the future

ATS Route Network, with generally unconstrained vertical profiles.

For the medium-term capacity planning of the European ATM network, capacity profiles are set for existing and future ACC configurations (i.e. those planned to be operational between 2010 and 2014) in the ECAC area, by considering the whole ATM network and giving due consideration to airport capacity constraints.

The 2011-2015 ACC capacity profiles are linked to the ACC capacity baselines that were assessed during Summer 2009, and are agreed to be used as a reference for medium term capacity planning. 2009 capacity baselines were also assessed for ACC configurations planned for implementation between 2010 and 2015, thus allowing the derivation of capacity profiles for future configurations.

The 2011-2015 planning cycle takes into account the following changes to areas of responsibility for ACCs implemented or planned by various ANSPs:

Germany Karlsruhe UAC with the Upper Airspace of Munich ACC as from Winter 2012/13 Munich ACC without the upper airspace as from Winter 2012/13

Turkey Ankara ACC – all Turkish airspace above FL235 from Winter 2010/11 Istanbul and Izmir APP units – extended areas of responsibility below FL235 from

Winter 2010/11 UK

Merge of Manchester and Scottish ACC into new Prestwick Centre from Winter 2009/10 Finland

Merging of Tampere and Rovaniemi ACC into new Tampere Centre from Winter 2010/11

Capacity profiles are also provided for certain sector groups, on a bilateral basis, when requested by ANSPs.

Note: the capacity requirement profiles will be used as a basis for local capacity planning for the next LSSIP cycle 2011-2015. Current capacity plans cover the period 2010-2014. Even though the latest STATFOR traffic forecast is available for 2016, local capacity plans are currently available only until 2014 (ref. LSSIP 2010-2014), and therefore this document covers only the period 2011-2014.


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The following maps illustrate the capacity increases per ACC required by 2014 for the baseline (medium, or reference) and high traffic growth scenarios.


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4.3. Impact of traffic distribution on medium-term capacity planning

For medium term capacity planning, it is important to have a realistic traffic sample, taking into account possible redistribution of traffic between the different ACCs. The following factors have a significant impact on traffic distribution and on future capacity requirements: The implementation of free-route airspace in certain areas; The general improvement to route network efficiency resulting from route network design; The transition of the future traffic demand towards shortest routes and unconstrained

vertical profiles; The different enroute charges applied in different States;

In times of economic recession the importance of an efficient route network is magnified, with many users preferring to take a delay rather than a route extension. The choice of route varies between airlines and for different flights operated by the same airline, and is influenced by a number of different factors, including time of day, rotation of flight (knock-on effect of delays), fuel price paid, applicable route charges, position of the high altitude jetstream, and even the currency exchange rate). Hence the need for alternative options and flexibility in the availability of the route network and airspace structure.

4.3.1 Effect of traffic distribution via shortest and cheapest available routes

The impact of the traffic distribution (shortest/cheapest routes) remains high and the trend that started 3-4 years ago still continues. The effect is significant on the SE Axis. These effects are assessed through the capacity planning process and communicated on a regular basis to the ANSPs. It is important to note that the traffic distribution differences might have a significant impact as some ACCs experience a traffic growth depending on the choices made by the aircraft operators, despite indications of traffic decrease given by the current forecasts. This requires a certain flexibility in the preparations for the Summer 2010 to accommodate the user preferred routes.

The maps below show the average daily differences in traffic demand between the shortest and cheapest available routes and the routes flown during Summer 2009.


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The following conclusions can be drawn from the maps above:

Izmir, Makedonia, Athens, Tirana, Beograd, Ljubljana, Vienna, Padova, Karlsruhe, Warsaw, Maastricht, Reims, Bordeaux, Paris, Odessa, Chisinau, Kiev and Tampere would gain traffic if the capacity situation would allow aircraft operators to choose the shortest and/or the cheapest route;

Sofia and Budapest ACCs would have less traffic than the 2009 situation in both scenarios; nevertheless, the loss would be reduced if aircraft operators were to select the cheapest route;

Zagreb, Brindisi, Simferopol and Yerevan ACCs would gain additional traffic if aircraft operators were to select the shortest route, but demand would remain at similar levels if the cheapest route option were chosen;

Istanbul ACC would lose a significant amount of traffic if aircraft operators were to choose either the shortest or the cheapest route; the loss is slightly less important if the cheapest route option were to be selected;

Milano, Marseille, Geneva, Zurich, Prague, Bratislava, Tallinn, Riga ACCs would lose traffic if aircraft operators were to choose either the shortest or the cheapest route options;

Bucharest ACC would lose traffic if aircraft operators were to choose the cheapest route option;

Skopje ACC would lose traffic if aircraft operators were to choose the cheapest route option, but it would gain if the shortest route option were chosen.

It is also important to note that in 2009 the aircraft operators used, to the largest possible extent and whenever possible, the cheapest available routes. Nevertheless capacity problems on the SE Axis prevented the full use of the available options in terms of route network to the aircraft operators


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4.3.2 Development of local capacity plans

To ensure the required delivery of capacity in the medium-term, detailed capacity plans are developed by the ANSPs for each ACC. The information included in this document is taken from the medium-term capacity plans included in Local Single Sky Implementation Plan (LSSIP) 2010-2014. Details of ACC capacity enhancement initiatives can be found in the individual ACC pages at the end of this document. The map below indicates the overall percentage capacity increases planned for Summer 2014 with respect to the 2009 agreed ACC capacity baseline.

Note that these capacity plans are based on the capacity requirement profiles 2010-2014, which were calculated according to the STATFOR September refresh of the 2009 Medium Term traffic Forecast (MTF).

The ACC capacity requirements shown on the maps in para. 4.2 reflect the new profiles, updated in March 2010, based on the February 2010 STATFOR MTF. New capacity plans will be developed in Autumn 2010 in response to these ACC capacity requirement profiles, and these will be published in the LSSIP 2011-2015.

Comparison of current capacity plans (LSSIP 2010-2014) with the current reference profile (March 2010, baseline traffic growth, shortest routes) can be found for each ACC in Annex 1.


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5 MEDIUM-TERM CAPACITY PLANNING PROCESSES AND TOOLS

5.1 Capacity Planning Processes

The Agency works closely with States, ANSPs and aircraft operators for the enhancement of European ATM network capacity, through improved capacity planning processes and tools. This is an ongoing process, requiring full commitment from all stakeholders and the implementation of truly collaborative decision-making processes.

The Agency produces capacity requirement profiles for each ACC and provides support to ANSPs to work them into the local capacity plans (detailed in the LSSIP). These are consolidated annually into this European ATM Network Operations Performance Plan Assessment for the period 2011-2014 in a dynamic, interactive and collaborative process.

The Capacity Planning Task Force, comprising capacity managers, planners and user groups, discusses key improvements to the medium-term capacity planning process and tools and agrees the work programme for the coming year. The development plan for the capacity planning tools is discussed, prioritised and agreed with ANSPs and airline associations and follows their expressed requirements.

The Agency widely distributes the common network capacity planning and airspace design tools and data, and provides support and training to ANSPs. Through these actions a collaborative and interactive capacity and airspace planning process has evolved.

The capacity requirements for the period 2011-2014 were derived within this cooperative and transparent process. The Agency provides ANSPs with information concerning various scenarios for future traffic demand, traffic distribution on the current and future route network, route choices of aircraft operators, expected demand at sector group and ACC level, optimum sector configurations, cost data, optimum delay information, airport demand, constraints etc.

ANSPs are provided with planning tools and databases (traffic samples, traffic forecasts, current and planned airspace structure) to enable a more detailed local analysis of the future capacity expectations and of the possible solutions to further increase ACC capacity. ANSPs are expected to make full use of these tools to evaluate the potential for future capacity and flight efficiency improvements, the need for more fundamental capacity enhancement solutions, through to the development and implementation of well-based local capacity plans.

Through the Demand Data Repository (DDR), the Agency is ensuring a more dynamic and systematic provision of data for the capacity planning and airspace design process, in a format suitable for various tools.

To fully realise the benefits of an integrated approach between airspace design, ASM/FUA and ATFCM, a more flexible approach to flight planning from the users is needed. EUROCONTROL has initiated work to enable more flexibility in flight planning, and some users have initiated improvements to their systems to allow this, but still more responsiveness is required from all airspace users. Process and system improvements are required in the areas of flight planning and airspace status notification.

5.2 Tools

The following tools are widely used in the Airspace Design and Capacity Planning process.

5.2.1 CAPAN

Within the past year, ANSPs in Austria, Belgium, France, Greece, Ireland, Maastricht UAC, Switzerland, Turkey and Ukraine have requested the Agency to assess their sector capacities with a CAPAN (Capacity Analyser) analysis. This uses the EUROCONTROL Airspace Model as the simulation engine in a fully cooperative process involving operational controllers at the


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ACCs concerned, to determine the workload of simulated controller positions for a given traffic sample. The capacity of the sector is deemed to be reached when the workload on any of the simulated working positions (generally the radar controller or the planning controller position) reaches a predetermined threshold. As a direct result of this analysis, a number of ACCs plan to increase, or have already increased sector capacities.

5.2.2 Demand Data Repository (DDR)

The Demand Data Repository (DDR) was created in response to planners who need access to a consolidated and integrated pan-European strategic view of traffic demand and distribution.

The DDR provides through a web application a simple and comprehensive interface allowing generation and download of future traffic for planning purposes and past traffic for post-ops analysis of traffic trends and statistics.

Past traffic demand samples are available for any day, for all Europe, from January 2006. In addition, the DDR can generate a variety of traffic samples as follows: - Future traffic samples with current traffic distribution (flight plan / flight plan enhanced with

radar data), - Future traffic samples with new routings calculated on future environment. - Past traffic samples with new routings calculated on future environment, Three options are available for the generation of new routeings: - shortest path (minimum route length) - cheapest path (minimum cost taking into account route length and route charges) - optimal path (minimum cost taking into account route length, route charges and

delays/overloads). Access to the DDR is currently restricted to ANSPs and Airline Operators within ECAC. Information on how to register to use the DDR may be found on the website:

www.eurocontrol.int/ddr

5.2.3 NEVAC

One of the key capacity planning tools is NEVAC (Network Estimation & Visualisation of ACC Capacity), version 2.4 of which is now available. Features include:

o NEVAC/SAAM interoperability o Geographical and statistical analysis of delay distribution in time and space; o Demand volatility and fluctuation for ACCs, sectors and traffic volumes; o Analysis of network effects in terms of protection and penalisation; o Visualisation of future traffic with the possibility to change STATFOR scenarios or

specific growth parameters; o Detailed analysis of local traffic increases and prediction of future hotspots; o Improved Configuration Optimiser (ICO).

www.eurocontrol.int/nevac

5.2.4 SAAM

Airspace design is continually being improved through the development and utilisation of the powerful SAAM (System for Traffic Assignment and Analysis at Macroscopic Level) tool, which enables a quick and reliable assessment of various airspace structure proposals and the development of optimised solutions for airspace design and utilisation, with respect to both capacity and flight efficiency. During 2010, SAAM ‘Layers’ will be implemented – this new approach to building the airspace structure database will enable planned airspace projects to be selected or deselected as required for the assessment of each new airspace proposal.

http://www.eurocontrol.int/ddr

http://www.eurocontrol.int/nevac


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This new approach will considerably improve the powerful ‘what if’ function necessary for the efficient evaluation of airspace design proposals. When fully implemented, it will ensure improved accuracy of the database and facilitate the inclusion of changes.

www.eurocontrol.int/saam

5.3 Demand Forecasting

The EUROCONTROL Statistics and Forecasting (STATFOR) unit provides short, medium and long term traffic demand forecasts at State level. The STATFOR service of statistics and forecasts is discussed and reviewed by the STATFOR User Group, a body of European forecasting and statistics experts that meets regularly and organises ad hoc workshops.

STATFOR refreshes the main inputs in September in addition to its original full Medium-Term Forecast published in February.

The highlights of the forecasting method are:

The February and September Short Term Forecast (STF) are the same as the annual MTF at zone-to-zone level of detail. Increasingly in the later months of the STF, economic factors influence the growth forecast.

The STF incorporates future schedule data.

The STF is baselined on the CFMU traffic counts, like the MTF, rather than the Central Route Charges Office (CRCO) counts as before.

The STF is now constrained by airport capacities (though the effect at the moment is negligible).

The STF looks 2 years ahead. It will continue to be produced 4 times a year. The February and September STF reports are integrated into the MTF reports as the two forecasts are aligned. Single STF reports are produced in May and December.

The MTF looks 7 years ahead. It is produced in February and refreshed in September. It combines flight statistics with economic growth and models of important drivers in the industry such as costs, airport capacity, passengers, load factors, aircraft size etc. High, baseline and low growth scenarios are presented.

The MTF is refreshed in September. This is done through a rerun of the MTF, updating only the economic growth, input data and aligning the traffic counts with the September STF. A short report on the MTF update is published and data provided to the capacity planning process.

Long-term forecasts are published every two years and look at a range of distinct scenarios of how the air traffic industry might look in 20 years time. This allows a range of ‘what if?’ questions to be explored, for factors inside the industry (e.g. the growth of very light jets, or of point-to-point traffic) or outside (e.g. the price of oil, environmental constraints).

More information on STATFOR can be found by following the link below: www.eurocontrol.int/statfor

Much work is performed by the Agency to provide a range of demand forecasts to ANSPs. Nevertheless, there is still insufficient input from aircraft operators and from other sources of information. Through DMEAN, tools and support processes are being defined to improve the quality of data and to ensure regular updates.

http://www.eurocontrol.int/saam

http://www.eurocontrol.int/statfor


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6 ENROUTE & TERMINAL CAPACITY ENHANCEMENT

Airspace structure development, including the implementation of Free Route Airspace and improvements to the ATS route network and sectorisation are designed to enable more efficient use of the European airspace network. Local initiatives are discussed and coordinated at network level by the EUROCONTROL Route Network Development Sub Group (RNDSG) of the Airspace & Navigation Team (ANT). Members of this group include ANSPs from all the ECAC States, FAB representatives, airspace user groups, military organisations, ICAO and flight planning service providers.

6.1 The Airspace Action Plan

The Airspace Action Plan provides a structured approach to enhance European ATM Network Capacity and Efficiency. At its 28th meeting, the EUROCONTROL Provisional Council approved the Airspace Action Plan, which covers the need for an efficient pan-European ATM Network approach and proposes a number of concrete actions to improve network efficiency and capacity through the creation of an efficient ATS Route Network (ARN), combined with flight efficiency scenarios to safely and efficiently accommodate the expected traffic growth. The plan responds to the high level objectives of the Single European Sky and will help to eliminate fragmentation.

A number of the actions included in the Airspace Action Plan are now embedded in the Flight Efficiency Plan (FEP) for a fully coherent approach to improving the airspace structure and usage, and to accommodate, to the greatest extent possible, the needs of all airspace users.

6.2 The Flight Efficiency Plan

The considerable investment and collaborative actions to increase enroute capacity over the last 15 years (airspace structure development, RVSM, FUA, ATFM) have also improved the efficiency of the enroute network, with the associated fuel savings being directly translatable into environmental benefits.

Nevertheless, ATM faces increasing pressure from two areas: airspace users continue to press for more direct routes, and the climate change challenge generates public and political pressure for improved flight efficiency.

To respond to these challenges and to ensure a continued performance driven planning process, the PC/27 approved a flight efficiency target that requires a reduction in the European average route extension per flight of two kilometres per annum until 2010. Within the framework of the Single European Sky II (SESII) Performance Implementing Rule, this target will be superseded by a target to reduce the distance flown by a certain percentage (likely to be 0.7%) during the first reference period 2009-2014.

The Flight Efficiency Plan was drawn up by EUROCONTROL, IATA and CANSO in August 2008, in a joint effort to identify solutions and launch operational actions that will lead to fuel and emissions savings in the short term.

Good progress has been made with the implementation of the measures included in the Flight Efficiency Plan with respect to the airspace design actions.

In 2009, in terms of airspace design efficiency, if all flights were to have used the route network without any route restrictions and with all CDR permanently available, the distances flown would have decreased on average by approximately 0.5 NM, when compared to 2008. This means, for the full year, total savings of approximately 4.4 million NM, giving an average daily saving of approximately 12000 NM. The route extension due to airspace design and flight planning reached their lowest levels ever in 2009.


14

Full details of improvements already achieved in response to the Flight Efficiency Plan are available in the Network Operations Report for 2009 – the web version may be downloaded from the EUROCONTROL Capacity Enhancement Function website: www.eurocontrol.int/cef reference documents page.

6.2.1 Action point 1: Enhance European Airspace Design

Action point 1 is to improve the airspace structure through the gradual implementation of successive versions of the ATS Route Network (ARN Vn). ARN V6 is in its implementation phase and the development of ARN V7 is well underway. The following diagram shows the time-frame for the short-term and medium term airspace structure development.

The Advanced Airspace Scheme (AAS) is based on an advanced concept for airspace design and is an evolving roadmap for the European ATS Route Network from which successive versions of the ATS Route Network and annual improvements are derived, in close cooperation with States’ civil and military authorities, ANSPs and airspace users.

ARN V7 fully embraces the AAS Route Network and is being developed on the basis of a coherent integration of network, ECAC interface, FAB, sub-regional, State/ANSP or local plans. The following elements are covered:

ATS route network improvement projects;

Resectorisation projects;

Terminal Airspace redesign projects;

Night Route/weekend route projects;

Free Route Airspace projects;

Airspace adjustments to facilitate the implementation of RVSM by the Russian Federation on 17 November 2011;

http://www.eurocontrol.int/cef


15

Airspace adjustments to facilitate the implementation of reduced North Atlantic Track separation in 2012;

Compatibility between upper and lower airspace;

Identification and assessment of ASM/ATFCM solutions;

Coherency of airspace design and airspace rules;

Consistency of CDR description and application.

The development of ARN Version-7 is impacted by the developments currently taking place in the context of the SESII package. A first reference period for the Implementing Rule on the Performance Scheme has been set from 2012 to 2014. The second reference period has initially been set from 2015 for a five year period. Associated environment/flight efficiency enroute network targets will be set for both reference periods.

To synchronise the European airspace network developments with the requirements set in the SES II Implementing Rule on the Performance Scheme, the timeframe of the ARN Version-7 has been extended by one year, with the development phase, including the validation, running until Spring 2012 and the phased implementation of ARN Version-7 commencing in Spring 2011 and continuing until Autumn 2013. The ARN Version-7 will be a major contributor to the achievement of the SES II performance scheme targets

The first Concept of Operations and Catalogue of projects for ARN Version-7 will be available by the end of 2010. All medium-term projects will be integrated into a coherent plan, providing a consolidated overview of the European airspace design improvements planned for 2011, 2012, 2013/2014.

Some of the projects currently under development impact the overall European ATS route network and it is essential that any inconsistencies are resolved prior to implementation. In this respect, it is necessary that all States, ANSPs, FAB initiatives and sub-regional group activities proactively provide the information to the Route Network Development Sub-Group on a timely basis to support the required network approach. This will ensure transparency and coherency of all the airspace design work.

The consolidation of all medium-term projects into one single view of the European airspace design for 2011 and beyond ensures:

Clear visibility of the evolution of the European airspace structure until 2014;

Identification of network effects;

Identification of inconsistencies between FAB, sub-regional or national projects;

Identification of corrective actions to ensure an integrated approach and to maintain consistency of the overall European airspace design, including at its interfaces;

Harmonisation of operations in the European airspace;

Clear identification of benefits.

The ARN V7 airspace improvement proposals range from minor ATS route alignments and designation changes to large scale reorganisation of busy airspace. The following paragraphs describe the major airspace changes foreseen to be implemented, that are expected to result in significant airspace improvements.


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6.2.1.1 ATS Route Network and Reorganisation of Airspace

Bordeaux UAC reorganisation of and redefine Barcelona/Madrid/Bordeaux (BAMBI) interface: Summer 2012.

Budapest FIR: Bucharest FIR MOPUG dualisation: Phase 2/3 Autumn/Winter 2011 Bucharest FIR/Simferopol FIR: Ankara FIR KUGOS dualisation Phase 1: Summer 2013. Croatia and Bosnia major reorganisation of airspace is planned for 2012 Finland merge of Tampere and Rovaniemi ACCs 2011 France UIR: Brussels UIR specialised ATS routes within Reims/LUX interface (and possible

resectorisation UR, XR, KR, HR: UE, XE, KE): Summer 2013. London UIR North Sea area. review CDR categorisation: Autumn 2011. London UIR North Sea ATS route network reorganisation: Summer 2013. Germany - major reorganisation of airspace Karlsruhe/Munich planned for 2012/13 Skopje FIR/Hellas UIR: reorganisation of interface area/Transfer of Control Points if ATS

routes over Kosovo are re-established: Summer 2013. Skopje FIR: Hellas UIR: Beograd UIR Dualisation of points RAXAD/MAKED: Summer 2013. Turkey – Ankara ACC will assume responsibility for all airspace above FL235 in 2011 Warszawa FIR/Bratislava FIR LENOV dualisation: Winter 2011 Re-establishment of upper ATS routes over Province of Kosovo for civil traffic: 2013. Warszawa FIR/Bratislava FIR: reorganisation of JAB interface area: Summer 2013.

6.2.1.2 Airspace Structure and Sectorisation

Beograd UIR: lower airspace reorganisation; full implementation of FUA in Autumn 2011. Lisbon FIR new upper sector 2011 if required London ACC Dover/Lydd Sector development/ Summer 2013. Ljubljana FIR Additional Ljubljana ACC sector: Summer 2012. Maastricht UAC additional sector for Brussels Sector Group: Summer 2012. Munich FIR BAVARIAN TOP overflow sector, CHIEM High sector FL 365+, INN east/west

sector split/ Summer 2013. Nicosia Fir 4th en-route sector and new Larnaca TMA 2012. Sarajevo FIR airspace re-organisation/ BiH ATM Project: Phase 2 December 2011. Tirana ACC new sector 2011 Vienna ACC additional sectors 2014 Vilnius additional sector 2011 if required Warszawa FIR Polish Airspace Project 2010+/ Winter 2011-2014. Zagreb ACC additional sectors planned for implementation throughout the period

6.2.1.3 Night / Week-end Routes

DANUBE Night routes between entry/exit points of Bucharest FIR / Autumn 2012. DANUBE Night routes between entry/exit points of Bucharest FIR and Sofia FIR, including

major TMAs/ Autumn 2012.

Ireland/ UK/ Maastricht UAC/ Germany have jointly implemented night direct routes for North Atlantic oceanic arriving traffic. The further deployment of the European night direct routes network continues in the context of FABEC, BLUEMED, FABCE, DANUBE. A complete picture of the existing, planned and proposed night route network is continuously updated.


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6.2.1.4 Free Route Airspace

Sweden UIR/ Copenhagen FIR NUAC Free Route Airspace/ Summer 2012. Beograd UIR Free Route within Beograd UIR/ Summer 2012.

Portugal, Ireland and Sweden are already operating free route airspace in the major part of their airspace. Free Route initiatives continue to evolve, with projects at various stages of planning in Finland, Germany, Maastricht UAC, Norway, Serbia and others planned within the context of the Functional Airspace Blocks.

From a European network airspace design perspective, this individual approach is encouraged and a Free Route Airspace Concept of Operations is being developed within the RNDSG and will be finalised by the end of 2010. This, combined with operational and technical support from the Agency will facilitate implementation at European Network level.

6.2.1.5 FAB Initiatives

As part of the coordinated ATM network development approach. the Route Network Development Sub-Group supports FAB developments through the provision of operational expertise and skilled tools manipulation for the detailed airspace design projects, the evaluation of flight efficiency and capacity benefits, the integration of military airspace requirements, and the preparation of prototype and real time simulations.

The support provided by the Agency allows step-by-step consolidation of the airspace proposals in the context of an individual FAB and the integration of these proposals into the network airspace structure development. This supports the interconnectivity of the overall network and the consolidation of individual projects inside a FAB and at the interface.


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RNDSG ROLE:

FAB

Initiatives

Regional

Regular FAB briefings

o Current developments

o Share best practice

o Project synchronisation

o New Ops Concepts

Consolidate AAS network

o Interconnectivity

o Complete network view

o Derive new projects

o Derive new ARN Versions

AAS: Advanced Airspace Scheme

Pan-European Network

o Long term projects

ARN VST, V6, V7 Groups

State

Proposals

o Short and Medium term projects

FAB Europe Central (FABEC)

Close cooperation continues with the FABEC through the technical and operational support provided to the FABEC airspace design working groups. Good progress is being made in consolidating individual projects, overall FAB view and overall European network view.

In addition to the general airspace redesign projects, specialised working groups are addressing the most penalised city pairs and the night route network. Preparatory work continues for the preparation of the first FABEC real time simulation and the supporting first prototype simulation.

Given the complexity of the projects addressed, good progress is being made with the airspace design in FABEC. Proposals concerning the night route network have been implemented or are scheduled for implementation in the short term, but more ambitious solutions need to be found for the most penalised city pairs to allow improvements for day-time periods.

Airspace Structure Development o FAB EC DVR Group reorganisation of the Belgium/UK interface including North of France

(CBA1/UL607) and South of Netherlands/ Summer 2013. o FAB EC NTM/DIK Group elimination of the UN852/UN853 cross-over over DIK and in the

PENDU area/ Summer 2013. o FAB EC French/German CBA/ Summer 2013.


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Blue Med FAB

A catalogue of airspace design proposals has been developed covering the short, medium and long term. Special attention is being given to the feasibility of implementing free route airspace during the night in parts of the Blue Med FAB. In parallel, work is in progress to consolidate the operational concept and other operational aspects related to the Blue Med FAB.

Good progress has been made with the airspace projects development in the context of Blue Med and the implementation of some of the projects is expected in the short- to medium-term.

Airspace Structure Development: o BLUE MED 24 route network improvement proposals/ proposed 2012. o BLUE MED 4 route network improvement proposals/ Summer 2013.

FAB Central Europe (FAB CE)

A study is being made on the future evolution of the European night direct route network in the FABCE airspace. More intensive work is expected in the future including the development of concrete airspace proposals.

UK-Ireland FAB

The IAA and NATS have jointly published the 2010-2013 FAB Plan, to integrate North Atlantic, Domestic (Irish/UK) and European traffic flows, establishing even more operational synergy across the airspace of the two countries. Good cooperation and support continued in the context of the development of the NAT Night Fuel Saving Routes Initiative. Appropriate links are in place to ensure a good interconnectivity with similar initiatives within the FABEC or other adjacent airspace.

Airspace Structure Development o Optimisation of ATS route network, Free Route Airspace Operations and Night routes o FAB UK/Ireland review interfaces of FAB EC developments/ Summer 2013. o Optimisation of sectorisation within FAB and at interfaces/2013


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Danube FAB

A catalogue of airspace design proposals has been developed covering the short, medium and long term. EUROCONTROL supports the development of this catalogue and the assessment of the benefits. Proposals take into account the overall European ATS route network evolution but also the implementation of more advanced concepts (Free Route or Free Route-like). A real time simulation is under preparation and is expected to take place in 2011.

Airspace Structure Development: o DANUBE MOPUG dualisation/ Winter 2011. o DANUBE FREE ROUTE – Romania – Spring 2011 o DANUBE IRMAL dualisation/ Autumn 2012. o DANUBE INKOM dualisation/ Autumn 2012. o DANUBE 19 route network improvement proposals / 2012.

North European (NE) FAB

ATS routes will be optimised throughout the NEFAB area to offer more options; Free Route Airspace and direct routing concepts will be implemented where operationally and technically feasible. Main traffic flows are given priority and efficient connectivity between ATS Routes and terminal routes is assured. Route continuity and connectivity will be assured across NEFAB and at interface areas. Airspace Design, ATFCM and ASM will be closely linked.

Airspace Structure Development: o To implement Free Route Airspace within NEFAB area above FL 285, to improve the

airspace structure between the FIR/UIR of Copenhagen, Finland, Norway, Riga, Reykjavik, Sweden and Tallinn, by Summer 2015.

6.2.1.6 ASM/ATFCM Enhancements

The ASM/ATFCM processes aim at addressing possible hidden capacity through identifying solutions based on more proactive airspace management and ATFCM. Particular ‘hot-spots’ are identified and solutions proposed that will relieve congestion without adversely effecting the performance of the network as a whole. Ideally alternative routeing possibilities would be offered to meet diverse user requirements. o Milan FIR reorganisation of LIR49 – Aviano area / Summer 2012; o Reorganisation of French military areas


21

Interface for Airspace Management (CIAM), phase 2.

6.2.1.7 Most Penalised City Pairs

For the 50 most penalised city pairs, EUROCONTROL has coordinated the development of a comprehensive catalogue of improvement proposals, together with their operational feasibility assessments. Detailed implementation projects are further developed by States and/or by FAB initiatives and are coordinated by expert groups.

Route network improvement proposals for the most penalised city pairs are gradually being deployed, with some aiming initially at a limited implementation of an improved night route network. Most of the proposals are for direct segments that are offered by ATC on a tactical basis. By making these available for flight planning even for limited periods, users will be able to reduce the fuel carried.

6.2.2 Action point 2: Improve Airspace Utilisation and Route Network Availability

Actively support and involve aircraft operators and the computer flight plan service providers in flight plan quality improvements

Gradually apply route availability restrictions only where and when required Improving the utilisation of civil/military airspace structures

Flight Efficiency Support Function

The Flight Efficiency Support function was established on 1 February 2010 within the CFMU Ops Room, with the purpose to improve flight efficiency and reduce fuel emissions. This function, together with the Military Liaison Officer (MILO) position, is an essential contribution to meeting the needs of ANSPs and airspace users by delivering improved flight efficiency and reduced emissions.

The Flight Efficiency Support Function executes following main activities:

Tactical Airspace Management

The CFMU executes operational procedures for the tactical management of airspace that is made available with sufficient advance notice to offer shorter routes at the flight planning stage. The MILO plays an important role in coordinating military airspace availability.

Identifying opportunities

The CFMU identifies flights that could benefit from the opportunity to use shorter routes. When airspace becomes available, the CFMU identifies filed flights that would benefit from a shorter route by taking advantage of newly opened airspace. The ATFCM situation and network perspective is also taken into account.

Identification of RAD measures affecting regulated sectors

The CFMU identifies RAD measures that have a negative impact on flight efficiency, and, where possible, uses alternative (more efficient) possibilities that do not have a negative impact on the capacity of the network.

Further developments of the Flight Efficiency Support function and tools are envisaged within the ASM Improvement Initiative. The full deployment of this service is linked to, and depends on, additional automated tools that will be delivered within future CFMU Software Releases.

2011 ASM rolling process

The ASM Improvements Initiative focuses on the short and medium term (up to 2011) improvements. In the short term a number of improvements have been achieved; one of them is the enhancement of the so-called snapshot process, supported by the deployment of the CFMU


22

rocess, making it a more dynamic, rolling

process, following a review of current

ions

n aims at improving the present practices in order to overcome capacity

apacity

d

clude further

U continues to develop Air Traffic Flow & Capacity Management (ATFCM), working with

6.2.3

pace solutions for 10 critical Terminal Airspaces.

nts 2011.

r 2012. AS for Burgas and Varna airports/

In 2011, one of the tasks is to further improve this pprocess. The driving idea behind this concept is to introduce the possibility to upload changes to the airspace structures to the CFMU database, as part of the Airspace Data Repository (ADR), and to provide notification to the users as they occur.

The focus is on the improvement of the planningprocedures; in particular there is a need to assess the parameters for when and how changes within a certain timeframe can be effectively notified to users and processed for flight plan purposes.

ASM Solut

The ASM solutioconstraints and provide efficient flight operations of both civil and military airspace users.

The main objective of the ASM Solutions development is to identify “hidden” airspace cand flight efficiency solutions by taking advantage of the full potential of airspace management.

To deliver extra capacity and flight efficiency, the design of TRA/TSA and their associateairspace planning and allocation processes and procedures will be reconsidered. The enhanced ASM processes will consider various levels of flexibility, either in time or in spatial location (vertical or horizontal), permitted within the planned civil or military flight operations.

The ASM solutions are particularly important in the context of the ARN V7 that will insolutions for the most penalised city pairs, the further deployment of the European night direct route network, and solutions offering the airspace users several routing options.

ATFCM

The CFMANSPs and aircraft operators to achieve a better utilisation of ATM capacity and a better integration of ATFCM and ASM processes. Major airspace changes, the implementation of new ATM systems and other special events are coordinated at European level through extensive preplanning and coordination process carried out between the key players, under CFMU coordination.

Action point 3: Efficient Terminal Airspace

Identify and implement improved airs

Work is ongoing to enhance the airspace structure and/or introduce PRNAV within the Terminal Airspace of several States, including Austria, Belgium, Cyprus, Italy, Norway, Poland, Spain, Turkey and UK.

Terminal Airspace Improveme P-RNAV Beograd TMA/ Autumn New Barcelona TMA/ Summer 2012. London TMA project/ Summer 2012.

e London TC North Project Part 2/ Wint Sofia FIR common Terminal Airspace System/T

Summer 2013. Reassessment of Prague TMA (parallel runway operations)/ Summer 2013. London TC collaborative TMA developments/ Winter 2013. osed 2013. Norway UIR SNAP Southern Norway Airspace Project/ prop


23

Integration of Terminal Airspace into the overall network

ce into the ATM network has rminal airspace and approach

6.2.4

ction Plan

oach (CDA) Action Plan aimed at OCONTROL guidance was officially

as many airports as possible

r each flight and eration where possible

lowing agreements

is being formally offered for the longest some stage of the day. One other airport offers CDA and measures

feasibility ntation or workshop by the end of

port-Network integration, but s to ensure a harmonised deployment that

A proactive approach towards the integration of Terminal Airspabeen launched. This includes the collection of data concerning teunits, clarification of the capacity plans for congested European Terminal Airspace and the identification of bottlenecks. Specific proposals will be developed to enhance terminal airspace design, improve flight efficiency and capacity, and to take advantage of enhanced navigation capabilities and new ATC techniques. All these initiatives will be followed up through bilateral discussions with ANSPs, in a similar process to that of enroute capacity planning.

Action point 4: Optimise Airport Operations

Continuous Descent Approach (CDA) A

A European Joint Industry Continuous Descent Apprimplementing CDA in accordance with ICAO and EURapproved and launched in 2009. The plan will ensure widespread adoption of harmonised CDA, with the overall target being to roll-out CDA at a minimum of 100 ECAC airports by the end of 2013.

The aim is to promote and facilitate the widespread usage of CDA: o Too For as many flights as possible o For the longest extent possible foo Optimising existing modes of op

ANSPs/airports are asked to commit to one or more of the folo Agreement to evaluate feasibility of CDA implementationo Agreement to implement CDA if evaluation proves it is possible o Agreement to formalise CDA if it is already offered

CDA: current situation o 22 airports in Europe have published a CDA that

extent possible atcompliance but has not yet published

o 11 airports have CDA implementation trials in progress o 50+ have committed to investigate CDAo 18 ANSPs/airports have already agreed to host a prese

2010 o Joint workshop planned for 2nd/3rd Quarter 2010 (EUROCONTROL, IATA, CANSO, ACI and

ERA)

Accelerate the implementation of Airport CDM

The deployment of Airport CDM continues to support operational Airmore involvement is required from all interested partieresponds to the requirements expressed by the airspace users.

Note: for full details on all airport initiatives, please see Chapter 9


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6.2.5 Action point 5: Improve Performance Awareness

A web-based training module on flight efficiency has been launched by the CFMU, intended for staff involved in Air Traffic Flow Management and ATM in general to increase their awareness of aircraft priorities. It addresses the basics of aerodynamics, aircraft and engine performance, choice of optimum routes and levels, cost index and much more.

In addition, a Flight Plan and ATFCM adherence campaign has been launched, aimed at increasing pilot and controller understanding of the consequences of tactical deviations from the filed flight plan and non-adherence to ATFCM slots.

6.2.6 Next Steps

There has been good progress to implement the actions foreseen in the Flight Efficiency Plan. Nevertheless, more emphasis is needed for: The further development and implementation of dynamic and flexible airspace design

solutions to support improved flight-plannable routes between the most penalised 50 city pairs;

A more open approach to solutions involving ATS delegation, cross-border areas and shared civil/military use of airspace;

A more flexible approach towards airspace utilisation, particularly in respect of the RAD applicability;

Prioritisation of the development of ATM system support for improved airspace utilisation; Rapid expansion of free-route-like initiatives; A harmonised and accelerated deployment of A-CDM.


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7 ACC CAPACITY ENHANCEMENT MEASURES

This section summarises the initiatives, other than airspace structure development, undertaken by ACCs to improve capacity within the current planning cycle.

Details of the capacity plans for individual ACCs can be found in the ACC Annex 1 : ACC TRAFFIC & CAPACITY.

7.1 Additional Controllers

Most ANSPs have an ongoing recruitment programme to replace air traffic control staff lost through retirement etc, but some are planning to employ additional controllers to enable the opening of optimum configurations and meet expected demand for at least part of the planning cycle. These are: Copenhagen ACC, Maastricht UAC, Nicosia ACC/APP, Prague ACC, Swedish ACCs, Swiss ACCs, Tallinn ACC, Turkish ACC/APP, Vienna ACC/APP, Warsaw ACC and Zagreb ACC.

7.2 Increased sector throughput and the use of optimum configurations

Dynamic and flexible sectorisation and configuration management, adaptation of sector opening times and improved flexibility in staff rostering remain key measures for better adaptation of the available capacity to the demand, leading to effective and sustainable reduction of ATFM delays.

The Italian ACCs will tactically revise their sector loads. Zagreb ACC plans to further increase declared sector capacities / monitoring values.

Several ACCs plan to improve their sector configuration management, through airspace reorganisation and/or improved staff deployment - these are: Belgrade ACC, Bratislava ACC, Copenhagen ACC, French ACCs, Karlsruhe UAC, Langen ACC, Lisbon ACC, Ljubljana ACC, Maastricht UAC, Norwegian ACCs, Prague ACC, Spanish ACCs, Tallinn ACC, Vienna ACC, Warsaw ACC and Zagreb ACC.

7.3 New ATM systems and ATM system upgrades

Several States plan new ATM systems, system upgrades and/or implementation of additional technical functionalities that will generate increased capacity during the planning period: Albania: new ATM system and facilities Austria: multi-sector planning, MTCD, stripless display, new COOPANS ATM system Azerbaijan: new ATM systems in Baku, Ganja and Nakhchivan Belgium: implementation of new ATM system, CANAC 2 Croatia: extension and modernisation of ATM system Cyprus: new ATM system and Larnaca TMA Czech Republic – improved system functionalities Denmark –upgrade of ATM system followed by COOPANS implementation Estonia – ATM system renewal EUROCONTROL Maastricht UAC: full exploitation of FDPS and Traffic Management System FYROM: ATM system upgrade Germany: implementation of new ATM system (P1/VAFORIT) system at Karlsruhe UAC and

P1/ATCAS system upgrade at Munich and Langen ACCs Greek ACCs: MTCD and FDPS upgrade Hungary: new ATM system software and introduction of multi-sector planning Irish ACCs: ATM system upgrade Latvia: additional system functionalities Poland: new ATM system Serbia: new ATM system FAMUS


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Slovak Republic: new ATM system Slovenia: new ATC ops room Spanish ACCs: ATM system upgrade Swedish ACCs: new ATM system COOPANS Swiss ACCs: implementation of stripless ATM system Turkey: implementation of SMART ATM system combined with complete reorganisation of

airspace UK: Implementation of iFACTS ATM system at London ACC; electronic flight data at

Manchester ACC and Prestwick ACC The map below shows major ATM system and airspace changes planned during the period, that are likely to result in a short term temporary reduction in capacity.

These system changes pose a significant challenge to the smooth operation of ATM in Europe. A high level of cooperation and preparation at ATM network level is essential, starting with the medium term planning phase through to tactical operations. A fully integrated planning, encompassing all phases, will need to be in place to ensure that operational performance is maintained at acceptable levels.

The EUROCONTROL Agency provides support to ANSPs involved in the implementation of new ATM systems in terms of simulation, coordination, technical expertise, airspace & capacity planning, and ATFCM during the transition period, and full involvement and cooperation will be required from all ATM partners.

7.4 Other Local Capacity Enhancement Measures

Additional capacity benefits will result from improvements to Letters of Agreement (LoA) between ATC units, more effective civil/military cooperation processes, capacity management processes, etc.


27

8 PAN-EUROPEAN CAPACITY ENHANCEMENT PROGRAMMES

The Agency continues to work in close cooperation with States, ANSPs and aircraft operators to progressively enhance and optimise the use of the available European ATM capacity in a cost-effective manner. The objectives of the Technology Deployment Programmes are as follows:

In the field of communications, the objective is to increase the efficiency of the use of the available VHF spectrum by offloading routine messages to CPDLC (LINK 2000+ Programme) and by deploying more VHF channels in the available spectrum. This will allow the use of the VHF spectrum to support operations until the future communication system is in place.

In the field of navigation, the objective is to increasingly rely on satellite based on navigation, supported by a backbone of ILS and DME installations and allowing the decommissioning of VOR and NDB. This will generate an improved navigation performance together with an infrastructure cost saving on the ground, reflected in route charge reductions.

In the field of surveillance, the objective is twofold: to make aircraft “surveillance future-proof” by equipping them with transponders adapted to

Mode S, WAM and ADS-B; to provide the operational, safety, standardisation and pre-operational validation framework

to enable deployment of the appropriate surveillance technology.

This allows ANSPs to make use of the most cost-effective and efficient surveillance technique or combination of techniques for the operational environment.

In the field of safety nets and ATC tools, the objective is to deploy properly tuned safety nets and controller support tools such as system-supported coordination, conflict detection and monitoring aids in both en-route and terminal environments. This will ensure that controllers can provide a more efficient service and can safely handle increasing traffic volumes where required.

In addition, support is given to early establishment of regulatory requirements for the new TCAS II Version 7.1, which provides improved airborne collision avoidance safety performance.

In the field of aeronautical information management, the objective is to make all information available in a uniform digital format so that ANSPs and aircraft operators can easily use and exchange the latest information. This will increase safety and reduce the costs associated with the maintenance of paper documentation and a variety of legacy systems.

In addition two major changes to Flight Data Processing Systems are being prepared: aircraft identification changes and flight plan format changes, both planned for 2012.

ND Technology Deployment

20102010 20112011 20122012 20132013 20142014 20152015 20162016 20172017

Below FL195

ADS-BForward-fit

ADS-BRetro-fit

ELS-EHSextension

ELS-EHSextension

CPDLCForward-fit

CPDLCRetro-fit

8.33 kHzForward-fit

8.33 kHzRetro-fit

5 ACCs 20 ACCs

All ATSUs

NavigationInfrastructure

GNSSon board

VOR/NDBguidance

APVall airports

A-RNP

10 Airports 30 Airports20 Airports+ 5 ACCs

ACCsequipped

Initial OpsIn EAD

eTOD FullDeployment

Full OpsIn EAD


28

8.1 LINK 2000 Programme

The LINK 2000+ Programme packages a first set of Enroute Controller/Pilot Datalink Communication (CPDLC) services into a beneficial and affordable set for implementation. LINK 2000+ implements 3 basic services that automate the routine tasks that currently account for up to 50% of Controller time: ATC Communications Management, ATC Clearances and ATC Microphone Check.

ANSPs will need to update their flight data processing systems (FDPS) and HMI systems. Communications Services providers e.g. ARINC and SITA need to deploy the ATN/VDL Mode 2 air-ground datalink. Airspace Users need to equip with pilot HMI, CPDLC Avionics and VDL Mode 2.

The milestones for the LINK 2000+ Programme are defined in the Datalink Services Implementing Rule i.e. COMMISSION REGULATION (EC) No 29/2009 published on Jan 16th. These are summarised in the figure below.

2009 2010 2011 2012 2013 20162015

1st Jan 2011 5th Feb 2015

Aircraft Forward Fit New aircraft conform

2014

Aircraft Retrofit Fit

ANSPs Whole of EU

ANSPs LINK/Core Region

7th Feb 2013

The regulatory requirements are expressed in COMMISSION REGULATION (EC) No 29/2009 published on 16 January 2009. Supporting material for the LINK Programme: the Justification Material for the Draft Implementing Rule On Data Link Services Edition 2

dated 19 October 2007; the EUROCONTROL SPECIFICATION on Data Link Services V2.1 28 January 2009; Various Guidance Documents for implementers, Aircrew and Controllers.

Further information is available on the LINK 2000+ Website www.eurocontrol.int/link2000.

8.2 8.33 kHz below FL195

The 8.33 KHz above FL195 programme is complete. The expansion below FL195 is now required. The implementation plan will be phased to target busy airspace first finally ending with 8.33KHz as the communications means throughout European airspace. Impacted systems are ground radios and controller working positions and airborne radios The main proposals for Implementation Milestones being discussed are shown in Figure 2. These proposals include a forward-fit requirement for all new radios plus two phases of retro-fit: Phase 1: Aircraft intended to operate IFR flights in A, B, C and D class airspace Phase 2: The whole of European airspace.

http://www.eurocontrol.int/link2000


29

These proposals will follow the formal consultation stages of the regulatory process described below prior to any firm decisions being taken.

Figure 2 - Possible Milestones European Commission Regulation (EC) No 1265/2007 of 26 October 2007 addresses 8.33 kHz implementation above FL195. This Regulation will be updated to address implementation below FL195,in three main stages: - Regulatory approach development and consultation, - Draft Implementing Rule production and consultation, - Updated Rule adoption The figure below shows the timetable for the above process and the expected dates for the consultation workshops (WS) and the 8.33 Programme Steering Group (PSG) meetings.

8.3 Aeronautical Information Management Projects

A global strategy/roadmap for the transition from Aeronautical Information Services (AIS) to Aeronautical Information Management (AIM) is prepared. This covers short, medium and long term developments. System Wide Information Management (SWIM) is a foundation for SESAR and NextGen.

In the short term work focuses on:

Increased Data Quality through the SES ADQ Implementing Rule, strengthening the ICAO Annex 15 requirements – AIS/AIM systems will be impacted.

Terrain and Obstacle Data Requirements (TOD) with survey data to be compliant and held in electronic format (eTOD)

Digital NOTAM implementation – Phase 1 - Computer-based NOTAM preparation, distribution and implementation are needed, airspace user systems also impacted. Technical basis is the Aeronautical Information Exchange Model (AIXM) which, like the Digital NOTAM concept, has been co-developed with the FAA.


30

Implementation Milestones:

- Electronic AirSpace Mngt msgoperational

DMEAN ASupport

- AIM implcompletede

Guidelines

- ADQ Support- ADQ Helpdesk

DR

- AISAIM support

- Competency updat

- AISAIM guidance dev- Charting harm.

- European AISAIM Roadmap- GNSS NOTAM

- ICAO publication of AISAIM Roadmap- SWIM Course

Guidance material

- ICARD handed over to ICAO

- DQTS support terminated

- Skyviewintegrated into NOP

Tools

- Project close-out- Area 2 operational- Training, Support to States & Helpdesk

- Guidance material Development

- Area 2 conclusioneTOD

- Digital NOTAM Increment 2 operational in EAD

- Digital NOTAM Increment 1 Operational in EAD

- AIXM 5.1 export from EAD

- eAIP 1.x released

- AIXM 5.1 published by ECTRL & FAA

- Digital SNOWTAM trials

Digital AIM

2013ICAO Anx 15 Amdt 37

2012ADQ IR


2009

- Electronic AirSpace Mngt msgoperational

DMEAN ADR Support

- AIM implcompleted

- AISAIM support

- Competency update

- AISAIM guidance dev- Charting harm. Guidelines

- ADQ Support

- European AISAIM Roadmap- GNSS NOTAM

- ADQ Helpdesk

- ICAO publication of AISAIM Roadmap- SWIM Course

Guidance material

- ICARD handed over to ICAO

- DQTS support terminated

- Skyviewintegrated into NOP

Tools

- Project close-out- Area 2 operational- Training, Support to States & Helpdesk

- Guidance material Development

- Area 2 conclusioneTOD

- Digital NOTAM Increment 2 operational in EAD

- Digital NOTAM Increment 1 Operational in EAD

- AIXM 5.1 export from EAD

- eAIP 1.x released

- AIXM 5.1 published by ECTRL & FAA

- Digital SNOWTAM trials

Digital AIM


2012ADQ IR

2009 2010 2011ICAO Anx 15 Amdt 36

Data quality monitoring: AMMON & AIS AGORA

Relevant Regulations: ICAO Annex 15 Amendments (36-2010, 37-2013) + ADQ IR (2012)

Relevant regulations are: ICAO Annex 15 Amendments (36-2010, 37-2013), the ADQ Implementing Rule, Community Specifications (Data Origination, AIXM5.1, eAIP, Data Quality Requirements (DQRs) and Data Assurance Levels (DALs).

In addition to the regulatory material the following supporting material is foreseen: Provision of Means of Compliance Support to Implementation of Provisions Support to National Supervisory Authorities (NSAs) Support for Overall Monitoring

8.4 Navigation Infrastructure Projects

The evolution of the navigation infrastructure in the ECAC is driven by the need to transition to performance-based RNAV operations as defined in the ICAO PBN concept. As the ATM network develops, the operational requirements for capacity, efficiency and flexibility can only be supported by area navigation (RNAV) functionality and performance. The transition to a total RNAV environment is a necessary step towards the 4D navigation that is the ultimate goal of SESAR. To meet this need, GNSS technologies are essential. The progressive deployment of a global multi-constellation GNSS will offer higher positioning performance and robustness.

The installation of multi-constellation receivers will enable the removal of VOR and NDB. This will generate savings and will eventually improve spectrum efficiency. However, GNSS signals are vulnerable to the effect of solar activity and interference and therefore the continued availability of a network of ILS and DME is needed for the foreseeable future.

A CNS approach for an Implementing Rule requiring GNSS on board (e.g. ADS-B and PBN) is being developed to provide a cost-effective scheme to integrate technological updates needed for CNS applications in one shot.


31

Milestones/ timelines: 2010: APV operations deployed for 30% of runways 2010/11: EGNOS certification 2011: GBAS CAT I certification 2014: APV operations deployed for 70% of runways 2016: APV operations deployed for all runways 2015/17: ADS-B and A-RNP mandates will require the use of GNSS 2015/16: GBAS CAT III certification 2018: Dual constellation/dual frequency GNSS 2012/25: Rationalisation/removal of NDB and VOR Regulatory material: ICAO Annex 10 SARPS. The IR on A-RNP is in preparation and the IR on APV is under discussion.

Reference material: Mo SESAR Master Plan Strategic guidance material in support of the implementation of the ATM Master Plan. ESSIP NAV 06, 07 and 08 objectives ICAO Assembly resolution

8.5 Mode S Programme In May 2008, the EUROCONTROL Provisional Council requested the Air Navigation Services Board (ANSB) to examine the issues of aircraft identification and to propose a way forward. It was determined that down-linked aircraft identification (achieved through Mode S Elementary Surveillance (ELS), ADS-B and Wide Area Multilateration without reliance on discrete Mode 3/A codes) was the most effective long-term solution to guarantee unambiguous and continuous identification of individual aircraft within European airspace. As this could not be reasonably implemented across the region before the year 2020, the Task Force developed an Initial Operational Capability for implementation by 2012, consisting of a mixed environment of ELS, along with more efficient use of the Mode 3/A codes through a Centralised Code Assignment & Management System (CCAMS) and where necessary an enhanced ORCAM capability. To achieve the 2012 Initial Operating Capability, it is necessary to integrate the operational deployment of the three code management procedures and processes within Air Navigation Service Provider systems across the European region in a coordinated and structured manner. At all times the implementation must ensure that the operational methods to establish and maintain aircraft identification within one airspace of the region are seamless and completely interoperable with the methods employed in other airspace volumes of the region. The three operational methods to be used for establishing and maintaining aircraft identification by February 2012 are:

Elementary Surveillance enabled by Mode S; CCAMS; Enhanced ORCAM environment.

The 2012 Initial Operating Capability will be underpinned by EC Regulation and by ICAO & EUROCONTROL agreements for non EC states. In May 2009, the Stakeholder Consultation Group endorsed the Aircraft Identification 2012 Initial Operating Capability concept as mature and ready for operational implementation.


32

The following map shows the regions in which the three aircraft identification methods will apply:

To achieve the Initial Operating Capability a specific implementation programme has been developed; the Aircraft Identity (ACID) programme. This programme is endorsed by the Provisional Council and managed by the EUROCONTROL Agency. Programme oversight is assured by the dedicated steering group of the ANSB.

The following implementation milestones for ELS are envisaged: 2010: DSNA and ANS CZ join DFS and LVNL in nominated city–pairs operations 2011: Belgocontrol and skyguide commence nominated city–pairs operations with

participating ANSPs. Trials to extend operations to include aircraft entering the ELS area from a non-

ELS area. By 02/2012: DSNA extends ELS operations area. HungaroControl, ENAV and HCAA commence ELS operations.

Airspace legislation currently requires the carriage and operation of Mode S ELS transponders for certain categories of aircraft flying in France, Germany, Luxembourg, Netherlands and Switzerland, and will be extended to cover the additional participating states as appropriate.

The Surveillance Performance and Interoperability Implementing Rule will require Mode S ELS (and EHS) carriage requirement for certain categories of aircraft flying in EU European airspace and interoperability between ground surveillance systems. The draft provisions require airborne equipment forward fit by 2012, and retrofit by 2015.

The main reference material to be consulted is:

Mode S ELS: JAA TGL13 Revision1 (to be replaced by EASA AMC 20-18 in 2012)

Mode S EHS: EASA AMC 20-13.


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8.6 CASCADE

The objective of the CASCADE Programme is to increase ATM efficiency, reduce ATM delays and increase safety through the deployment of ADS-B surveillance technology and the associated ADS-B Out and ADS-B In ATM applications. The main operational benefits will be obtained from the provision of enhanced situational awareness to pilots and controllers, the introduction of advanced automation and some re-distribution of the ATS tasks between controllers and flight crews. CASCADE will deliver the generic Preliminary Safety Case and the generic Business Case in preparation for implementation, inputs to international standardisation, pre-operational systems, validation tools, and implementation support, including regulatory material.

In recognition of the potential benefits and complementary nature of combined ADS-B / Wide Area Multilateration (WAM) surveillance systems in a number of airspace environments, WAM elements are now formally integrated into all aspects of the CASCADE Programme tasks.

An important element of the CASCADE approach is a trials campaign based on the local operational needs of the stakeholders in order to validate and accelerate deployment. Pioneer projects for operational trials on and deployment of ADS-B ATSAW (including ADS-B ITP) and ADS-B Out applications (where appropriate in combined ADS-B/WAM systems) have been established in partnership with aircraft operators, airframe and avionics manufacturers, air navigation service providers, and regulators.

Cascade is due to end in 2013, and operates under the provisions of SESAR IP1.

Pioneer Projects: 2009-2012: ADS-B ATSAW 2009-2012: ADS-B Out

The SPI IR will require carriage of ADS-B Out for certain categories of aircraft flying in all EU European airspace. The draft provisions are indicating forward fit by 2012 and retrofit by 2015.

Reference material: ED-126 /DO 303 AMC 20-24 ED 161 / DO *** ED-159 / DO-312 ED-160 / DO-134 Preliminary Safety Case ADS-B NRA CRISTAL Trials – Reports Business Case – report and web-based CBA tool ESSIP: SUR 05 ADS-B NRA

All reference material is available on www.eurocontrol.int/cascade and

http://www.eurocontrol.int/surveillance/public/standard_page/library.html#wam

8.7 FASTI

FASTI is coordinating the implementation of controller support tools in a harmonized way across 37 European states before 2012. The programme scope comprises conflict detection, monitoring aids (MONA) and system supported coordination (SYSCO) tools. The deployment of FASTI is an integral part of SESAR IP1 and the ATM Master Plan, forming part of the baseline for the SESAR concept. The FASTI Operational Concept promotes harmonised implementation of support tools and controller working methods, seamless operational processes/procedures and system services covering tactical and planning tasks at sector, group-sector level and single person operation. The Concept is seen as highly relevant to FAB implementation and initial operations with impact on FDP systems, HMI and OLDI/SYSCO.

http://www.eurocontrol.int/cascade

http://www.eurocontrol.int/surveillance/public/standard_page/library.html#wam


34

Implementation Milestones: 1/1/10: Phase 3 Wide scale deployment starts 31/12/11: 5 ACCs FASTI capable 31/12/13: 20 ACCs FASTI capable

The main drivers for implementation are the ESSIP/LSSIP Objectives (e.g. ATC12 Conflict Detection and Conformance Monitoring, ATC3.1 Coordination and Transfer). A new ESSIP object is under development Implement enhanced procedures for inter and intra centre coordination and transfer. The use of OLDI 4.1 SES Community Specification forms the basis of SYSCO implementation.

Reference material: FASTI Operational Concept version 2.0 FASTI ATC Manual FASTI Specifications and Guidance Material for implementation of MTCD, Trajectory

Prediction and Monitoring Aids.

8.8 Safety Nets

This initiative addresses the deployment of STCA, MSAW, APM, APW and RA Downlink.

Implementation Milestones: 31/12/09: Implementation and Support Plan agreed 31/12/13: SNET at all ATS Units

Currently the main drivers for implementation are the ESSIP/LSSIP Objectives ATC 2.2, ATC 2.5, ATC 2.6 and ATC2.7. However due to a lag in deployment a proposal for a SES IR is under consideration for STCA.

Reference material: EUROCONTROL Specifications STCA MSAW APM APW (under ENPRM Process) EUROCONTROL Guidance Material STCA MSAW APW APM May 2009 SNET Awareness Package May 2009.

8.9 Technical Support for TMAs

TMA Support covers the deployment of Basic Arrival Manager (AMAN) and AMAN in En route. Scoping of this short term work is ongoing, with an emphasis on implementation planning and support. Guidance material required for implementation will complement existing documents i.e. AMAN Operational Requirements Document (to be updated) and the AMAN in En-route Concept of Operation.

Point Merge is a way to merge arrival flows based on specific precision area navigation (P-RNAV) route structure that enables continuous descent approaches [CDA], even during high-traffic loads. It is currently being considered for implementation at several sites where Basic AMAN is either installed or is planned. The coexistence of Point Merge and Basic AMAN serving the same airport is also part of the scope of the TMA system support project. There are a number of pioneer examples of Basic AMAN implementation, largely airport specific.

AMAN in En-route is the distribution of delay upstream to adjacent ACCs permitting an AMAN horizon to be extended to more than 150nm. A limited number of implementations exist from which experience and lessons learnt can be captured for the benefit of the wider ATM community considering implementation before 2013.


35

Implementation Milestones: 31/12/09: Implementation and Support Plan agreed 1/1/10: Wide scale deployment starts 31//1/10: 10 ACCs Basic AMAN capable 31/12/13: 20 Airports and 5 ACCs

The main drivers for implementation are the ESSIP/LSSIP Objectives e.g. ATC7.1 AMAN. A new ESSIP object is currently under development.

Reference material: AMAN Information Extension to Enroute Sectors - Concept of Operations April 2009 EATCHIP AMAN ORD Edition 2.0 1998.


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9 AIRPORTS

The full integration of airports into the European capacity planning process is essential for planning the development of the European air traffic system. Improved availability and accuracy of information on airport capacity as well as local airport plans ensures the timely development of airspace capacity enhancement measures, providing maximum benefit to the European ATM network as a whole.

In order to sustain growth an airport must engage in airside capacity planning to meet future demand. Airports are being integrated into the European capacity planning process, with the primary objective being to provide a method to identify and target the constraints that limit current and/or future ATM network capacity. Key stakeholders from all areas of an airport must be involved, including airlines, ATS providers, airport operations, etc.

This section aims at providing information on European airports that is relevant to the Medium Term ATM Capacity Planning Process by reporting all available and public information on: Current and forecast traffic demand Information on capacity constraints Information on all areas associated with the development of an airport

This information supports the early identification of issues that affect capacity (either positive or negative), and the need for improvements.

The initiatives currently being explored by EUROCONTROL aim to improve airport and network capacity and to increase the operational efficiency of airports.

9.1 Airport Activities in support of the DMEAN Framework Programme

A prime objective of the DMEAN programme is to reduce delays at network level. A reduction of airport delay should not be considered in isolation nor disassociated from airside capacity and efficiency issues in general, and in particular from the runway capacity declaration process which is a critical element. Identifying and utilising sufficient airside capacity as well as having efficient airport operations are key determinants in the airport delay reduction process.

However, before the full benefits of enhancing capacity or operational efficiency can be realised, there needs to be a full analysis of the real reasons for airport ATM related delays.

The following sections provide details on the Airport Unit activities in support of DMEAN. Four major activities are currently underway:

Analysis and Delay Reduction activities

Airside Capacity Enhancement (ACE) activities

Airport Collaborative Decision Making (A-CDM) activities

Contribution to Network Operations Plan (NOP)


37

9.1.1 DMEAN Implementation Targets The table below indicates the DMEAN improvement areas airport actions, the 2011 revised deployment targets and the progress to date.

DMEAN Improvement Area Measure

Target

(2011)

Status

Number of airports

Improve Airport Capacity for Airports Critical to Network Operations

Number of constraining airports providing capacity data (forecasts through NOP)

40 Forecasts through NOP: 28 airports (70%)

Number of constraining airports where a Delay Analysis workshop has been undertaken

40 15 (38%)

Number of constraining airports which have implemented or are implementing short term improvement measures resulting from a Delay Analysis (local Delay ACE Action Plan

25 12 (48%)

Number of constrained airports which have developed an ACE Action Plan

25 14 (56%)

Number of constrained airports which implemented or are implementing a local ACE Action Plan.

25 12 (48%)

Airport Integration into the Network

Number of constraining airports where A-CDM has commenced

40 27 (68%)

Number of constraining airports committed to A-CDM implementation

35 20 (57%)

Number of constraining airports which are implementing or have partially implemented A-CDM locally

30 16 (53%)

Number of constraining airports which have achieved A-CDM locally

25 3 (12%)

Number of constraining airports which have achieved A-CDM locally and providing DPI messages

16 2 (13%)

These targets are only achievable with agreement and commitment between the key local airport partners. In order to secure the achievement of these implementation targets and provide a baseline for the SESAR Programme, the following joint action plans have been established:

ACI EUROPE/ EUROCONTROL Memorandum of Understanding Flight Efficiency Plan AENA / EUROCONTROL Joint Action Plan DFS Action Plan Airport Unit / CFMU Action Plan

All these action plans, produced in a close coordination with airport partners, aim at accelerating the implementation of best practices and thereby enhancing capacity and efficiency at airports which, in turn, will have a positive effect upon the network. For details on these plans, refer to section 9.2.


38

9.1.2 Target Airports Prime attention is given to 40 airports which have been identified as contributing to 90,8% of the total ATFM delays in Europe, being a constraint for the European network and causing significant reactionary delays. The table below provides the list of these “top 40” airports as well as the status of all EUROCONTROL activities performed in support to the DMEAN Framework Programme.

In the context of the joint action plans established with EUROCONTROL the process of defining which airports deserve priority will be continuously assessed in coordination with ACI EUROPE and IATA.

Country Airport Delay Analysis ACE A-CDM

Austria Vienna (complete) (on going) (on going)

Belgium Brussels (complete) (complete) (completed)

Czech Republic Prague (complete) (final report) (on going)

Hungary Budapest (final report) (final report) (on hold)

Denmark Copenhagen

France Cannes

Paris CDG (on going)

Paris Le Bourget

Paris Orly

Germany Dusseldorf (on going)

Frankfurt (complete) (on going)

Munich (complete) (completed)

Greece Athens (on going)

Iraklion (on going) (complete) (on going)

Kos

Rhodes

Thessaloniki

Ireland Dublin (on going)

Florence

Milan Linate

Milan Malpensa (complete) (postponed) (on going)

Rome Fiumicino (complete) (complete) (on going)

Venice

Italy

Verona Villafranca

Netherlands Amsterdam Schiphol (on going)

Poland Warsaw (complete) (postponed) (on going)

Portugal Lisbon (complete) (on going)

Valencia (complete)

Barcelona (on going) (on going)

Ibiza

Madrid Barajas (cancelled)

Madrid Torrejon

Spain

Palma (Mallorca) (cancelled) (on going)

Switzerland Geneva (complete) (complete) (on going)


39

Country Airport Delay Analysis ACE A-CDM

Zurich (delayed) (delayed)(on going/

almost complete)

Turkey Antalya (on going) (on going) (on going)

Istanbul (complete) (complete) (on going)

UK London City

London Gatwick (on going)

London Heathrow (complete) (on going)

For more details on planned and/or on-going Airport Unit activities at the above airports, refer to Annex 2 : AIRPORTS.

9.1.3 Analysis and Delay Reduction Activities

This activity has been developed in support of the DMEAN objectives that aim at implementing a dynamically managed European airspace network through the integration of Airspace Management (ASM) and Air Traffic Flow and Capacity Measures (ATFCM), network information sharing and airport-network integration. The latter aims at improving airport capacity for airports critical to network operations by enhancing capacity and reducing delays (DMEAN Master Plan for Phases III and IV_v012 dated 28 August 2008, Par. 6.3.2.2, page 183).

The DMEAN high level work breakdown structure converted this operational improvement (OI) in a series of sub-projects and tasks. The identification and analysis of causes for delays is part of this work breakdown with a view to reducing or mitigating delays.

Initial analysis confirmed that the reasons for delay are a very complex domain and that in most cases reduction of delays can only be achieved throughout a detailed local analysis at each airport.

The work involved a number of workshops at some of the most constraining European airports where “most constraining” was defined as the airports causing the majority of Air Traffic Flow and Control Management (ATFCM) delays within a given period (normally a year, but also focussed in the summer period).

Workshops were held at the following airports: Vienna, Rome Fiumicino, Zürich, Munich, Istanbul, Heraklion, Budapest, Milan Malpensa, Frankfurt, Prague, Brussels and London Heathrow.

The workshops highlighted the complexity and difficulty in identifying the reasons for delay. Therefore a Delay Reduction Task Force (DRTF) was established to collect proven solutions that could mitigate or even remedy the delays. The Terms of Reference for the DRTF state the objectives as:

To identify and analyse the real reasons for delays at airports based upon previous work and inputs from Task Force members,

To collect best practices in mitigating delays at airports,

To develop structured guidelines to avoid delays at airports.

9.1.3.1 Key Issues

The key issues for each airport were collated, and some common themes were identified, including: scheduling, slot allocation and monitoring, management of regulations, weather, turn-


40

around times. As part of this report, the various issues identified from the delay analysis workshops were distilled into five main categories, namely: Reporting of delays Improved efficiency in the application of ATFCM regulations to balance capacity and demand

at airports, to minimise levels of delay An understanding of the airport capacity declaration process, including:

the airport coordination and the airport scheduling processes to understand how IATA and EC 95/93 rules are applied at coordinated airports,

how a “sustainable airport capacity” is understood and reflected in the schedule,

how slot monitoring is undertaken to manage the process. Improved efficiency in the management of airport resources to ensure maximum capacity at

peak times (particularly early morning periods to reduce reactionary delays) An understanding of the real effect of weather on airport delays and to identify the potential

actions for mitigating weather delays.

9.1.3.2 Possible Way Ahead

The results from the DRTF were presented to the EUROCONTROL Airport Operations Team (AOT) 27 in April 2010, where the work was endorsed for presentation to the Operational Consultation Group (OCG). However, it is proposed that the work of the DRTF should continue, in two elements.

Firstly, further work is required on the proposed solutions identified above in order to validate their applicability at as many airports as possible. This work should be undertaken in collaboration with existing members of the DRTF.

Secondly, the items listed in this report are not a complete list of the reasons for delay that were identified by the DRTF. A number of issue areas were investigated in a qualitative way but were not fully quantified and it is hoped that endorsement to continue the work and investigate these additional elements will be provided.

The following identifies a list of additional items that cause delay, as identified by the DRTF: Airport infrastructure

Inefficient runway layout

Position of holding points

Taxiway (congestion, pushback blocking taxiway) Works in progress - planning Airport equipment Unrealistic turnaround times TMA and airport capacity do not match ATC procedures (speed management, separations on final approach) Security issues Staffing levels (waiting for crew, ATC staff shortage) Environment & political issues

9.1.4 Airside Capacity Enhancement (ACE) Activities

The improvement of an airport’s capacity baseline through efficiency enhancing activities, together with longer term local capacity planning is essential to maximise the benefit to the European network. In general terms this is done by:


41

Unlocking latent capacity Maximising runway(s) potential Mitigating local constraints

The ACE project’s primary focus is to provide airport stakeholders with proven solutions in order to release latent airside capacity in the short term. ACE supports airports by: Identifying the operational practices to be assessed Holding forums (Controller/Pilot, joint) to extract operational practices from field experts Providing proven operational / technical solutions based upon those in use at European

airports with successful records of sustained high intensity runway operations Supplying guidance on methods for continuous improvement of local operations based

upon best practices in areas such as ATC procedures, infrastructure changes, general efficiency enablers and low visibility conditions

Launching awareness campaigns Facilitating airports in establishing a capacity enhancement plan (including short and

medium term requirements)

The implementation of the ACE best practices provides airport stakeholders with proven methodologies to release latent airside capacity in the short term.

There are 10 stages to an ACE project from setting initial capacity enhancement targets to completing the project and ensuring ongoing communication. The table below presents each of these steps, and identifies, for each of the airports that are currently undergoing (or have undergone) an ACE exercise, the current stage of the project (May 2010).

STAGE DESCRIPTION AIRPORT

1 Set targets for increasing capacity Athens (start-up)

2 Identify data requirements

3 Use capacity analysis model

4 Analyse data – establish Baseline Vienna (2nd exercise)

5 Hold Forums

6 Establish Action Plan

7 Develop Awareness Campaign Warsaw, Barcelona,

8 Perform 2nd data collection Antalya

9 Assess improvements- repeat exercise

10 Ensure internal communications Prague, Milano Malpensa, Istambul, Vienna, Budapest, Geneva, Heraklion, Valencia, Rome Fiumicino

Further information on ACE can be found at the ACE website1.

9.1.5 Assessment of optimum location of Rapid Exit Taxiways (RETs)

A study has been undertaken to identify optimised locations of Rapid Exit Taxiways (RETs) with a view to allow aircraft to vacate the runway safely at higher taxi speeds (25kts) which ultimately would reduce Arrival Runway Occupancy Times (ROTA) and therefore increase throughput on the arrival runways.

1 http://www.eurocontrol.int/airports/public/standard_page/APR1_Projects_ACE.html

http://www.eurocontrol.int/airports/public/standard_page/APR1_Projects_ACE.html


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Factual data collected at seven airports have been carefully analysed which resulted in a set of empirical RET-locations based on less conservative deceleration values. Indeed, the performance of today’s modern types are much better, notably a deceleration rate for the Airbus family of 1,85m/s2 and 3,00 m/s2 respectively to low and medium auto-brakes on A320 and A330 versus of 1,5m/s2 as considered in Airdrome Design Manual.

The empirical RET locations were validated in a certified level D flight simulator (a simulator that emulates real aircraft and environment performance with 99,9% accuracy) and executed by a TRI (Type Rating Instructor). For the occasion, the simulators were configured to simulate braking distances for medium and heavy type aircraft. The simulator enabled to validate empirical results in different scenarios such as extreme weather conditions, maximum landing weight etc.

In summary the study focused on: The identification of best practices for optimum RET location, based upon existing

documentation, airport configurations and observed data from previously ACE exercises; The analysis of the differences between collected best practices, airport configurations,

prevailing weather conditions, and traffic mix; The impact of changing circumstances on RET best location; A method to optimise new RET locations as demonstrated in the table.

9.1.6 Planned Capacity Enablers

A number of airports reported on planned activities to enhance capacity. Because of the worldwide economic crisis and the downturn of traffic demand both in number of movements and passengers it must be recognised that huge investments will be more carefully scrutinised than before. The likelihood of delaying implementation is possible, i.e. although continuing to support the ACE action plan, stakeholders reported that implementation activities could be delayed by 10 years.

From those reports a list of possible capacity enablers has been extracted. The sub-paragraphs under this heading provide an indication of airport future plans to enhance capacity, however having due regard to the above.

Construction of New Runway(s): Prague: start in the time period 2013-2014 Frankfurt: implementation 2011 Munich: 2014 (estimated) Dublin: initially planned delivery 2012, now deferred by several years Florence: implementation not reported Milano Malpensa: 3rd runway, estimated 2014-2015 Rome Fiumicino: estimated 2013 Istanbul: in the time period 2012-2014 London Heathrow: application process for the 3rd runway has been approved

Aircraft Groups RET distance from threshold

Light 1200m – 1250m

Medium Prop/Jet 1550m – 1600m

Heavy 2000m – 2050m


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Construction of New Taxiways and Rapid Exit Taxiways (RET)

Frankfurt: on going Istanbul: 2010 Warsaw: 2010 Zurich: 2011-2012 Prague: two additional RETs, start 2011-2014 Paris CDG : taxiway network improvement, 2011-2013 Brussels: two RETs 2014 Budapest: 2014+ Valencia: implementation not specified Geneva: master plan 2016-2020 Lisbon: 3 new taxiways, implementation not specified

Terminal, Stands and Landside issues

Copenhagen: Low cost terminal under construction, 2010 Iraklion: 4 long term stands, improved landside management system, both 2010+ Milano Malpensa: cargo apron extension, 2011 Heathrow: new terminal East under construction Roma Fiumicino: terminated end 2011 (expected) Frankfurt: 2015 Budapest: 8 new remote stands, expansion terminal building, terminated 12/2013

Capacity Enhancing Systems and Procedures

Madrid: A-SMGCS level 1, 2010 Munich: AMAN and A-SMGCS implemented in 2010 Palma Mallorca: A-SMGCS level 1, 2010 Istanbul: A-SMGCS level1, May 2010 Iraklion: stand allocation system, end 2010; silent coordination procedures Q3 2010 Dublin: Level 2 A-SMGCS, Q1 2011; airside capacity planning method: 2009-2014 Vienna: Re-evaluation of AMAN landing time prediction: 2014+ Budapest: Apron guidance system Warsaw: reduction of final approach spacing, implementation not specified Lisbon: reduction of final approach spacing and CAT II/III operations on RWY03

9.1.7 Airport Collaborative Decision Making (A-CDM)

Airport Collaborative Decision Making is the concept which aims at improving operational efficiency at airports by reducing delays, improving the predictability of events during the progress of a flight and optimising the utilisation of resources.

The decision making by the Airport CDM Partners is facilitated by the sharing of accurate and timely information and by adapted operational procedures, automatic processes and user friendly tools. EUROCONTROL Airport CDM team is responsible for ensuring standardisation and dissemination of best practice of Airport CDM implementation at European airports. The concept is an integral part of both the DMEAN and SESAR programs. Airport CDM is identified as the driver and mechanism to dynamically integrate airports and the Network.


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Prime attention has been given to the 40 airports identified as having a potentially adverse effect upon the network. These airports have been selected for an A-CDM gap analysis study, conducted by the EUROCONTROL A-CDM project, followed by full A-CDM implementation.

There is an urgent need for full collaboration between airport partners, to share operational data in a coherent and transparent manner in the context of arrivals, ground operations and departures. Action is needed now to avoid a negative impact on the network, resulting in more delays and increased operating costs.

9.1.7.1 Airport CDM Gap Analysis

The Airport CDM gap analysis activity conducted by the EUROCONTROL Airport CDM project predominately looks at the data availability and exchange between the airport partners. Good operational procedures and cultural change are the essence of Collaborative Decision Making. As a result of an Airport CDM gap analysis, a report is produced highlighting the airport’s compliance to EUROCONTROL Airport CDM implementation guidelines. The report seeks acceptance of the recommendations by all airport stakeholders such that A-CDM benefits are maximised, resulting in a phased approach to the implementation of the Airport CDM concept.

The objectives of the Airport CDM project are: To enable a real dialogue between various airport partners through improved information

management To exchange continuously updated information on relevant events in real-time To increase efficiency of airport operations To enable partners involved in ATM to achieve more efficient decision making, including the

EUROCONTROL CFMU, to optimise the ATFCM slot allocation process and achieve more efficient use of the ATM network capacity by dynamically sharing accurate departure information between airports and the European network.

9.1.7.2 Airport CDM Implementation

Based on the recommendations resulting from the Airport CDM gap analysis, airport partners agree an Airport CDM implementation plan. The implementation plan is often built upon a phased approach by incrementally implementing the Airport CDM concept elements, considering local constraints and priorities. Detailed Information on each of the steps for implementation of Airport CDM can be found at the A-CDM website2.

9.1.7.3 Dynamically Integrating Airports into the ATM Network

Enhancing data Exchange between Airports and the CFMU

The exchange of Flight Update Messages (FUM) and Departure Planning Information (DPI) messages between a CDM Airport and the CFMU aims to further improve the flexibility of airport operations enabling an optimal use of the European network. The FUM generated by the CFMU provides airports with very accurate estimated landing times based on radar data.

The DPI messages sent by airports to the CFMU provide the CFMU with enhanced take off estimates during the arrival, turnaround and departure phases based on the progress of the flight. An improved awareness of off-block times with variable taxi out times leads to a reduction in lost ATFCM slots and improved ATFCM slot adherence.

2 http://www.euro-cdm.org/implementation_manual.html

http://www.euro-cdm.org/implementation_manual.html


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Benefits to date Airport CDM is seen as the mechanism to integrate airports in the network. The CFMU, has been testing and validating the Departure Planning Information (DPI) messages with a number of European airports and first results have proven very positive.

Munich airport became the first European airport to fully implement Airport CDM. One of the significant outputs was exchange of DPI messages with CFMU Enhanced Tactical Flow Management System (ETFMS). These messages are now fully processed by the operational system for all flights departing from Munich Airport. DPI messages provide the CFMU with accurate predictions of off-block times and take-off times, based on collaborative procedures. With this real-time data the CFMU updates its operational flight profile calculations and shares the information with downstream arrival units.

The local benefits of implementing Airport CDM at Munich Airport are significant. These include enhanced operational efficiency, reduction in delay, use of available infrastructure and resources, predictability and a 10% average reduction in taxi times for departures. The fuel saving at Munich alone is €2.65 million per annum.

The network benefits derived from the implementation of Airport CDM in Munich are expressed in terms of an 85 % slot adherence for 2008, increasing by 5 % compared to 2007 and 90.3% slot adherence in 2009 increased by 5.9% over 2008. The data measured in Munich also show that the last ATFM slot allocated by the CFMU to a flight before departure is within 15 minutes of the target take off time (CDM data calculated taking account of the local constraints) for 70 % of the flights. While the average ATFM delay has slightly increased in Europe, it has decreased in Munich since the enhancement of the exchanges between the CDM airport and the CFMU3.

These results show that Airport CDM helps better integrating the airports into the ATM network by considering the airport constraints. The integration brings benefits both to the airports and the network.

Expected Network Benefits

The benefits of Airport CDM are not limited to the airport concerned. It is increasingly recognised that with more airports implementing collaborative decision making, the local benefits expand into the ATM network as a whole, further increasing the positive impact of this way of working.

During 2006-7 EUROCONTROL conducted a Generic Cost Benefit Analysis to provide a comprehensive economic analysis from the development, deployment and operation of Airport CDM. This CBA reports the results on the European industry level, drawing on results from the site-specific CBAs of Barcelona, Brussels, Munich and Zurich airports. Special attention was given to the identification of network benefits4 .

The predicted main benefit is an increase in en-route capacity of 0.5%. This estimation was provided by CFMU, based on expert judgment and results obtained out of the on-going trials.

It is important to note that in the network capacity, only en-route capacity was considered in the network benefits quantification process and not airport capacity.

3 All the results for Munich airport are extracted from the document Airport CDM Munich – Results 2009, Version 1.0, DFS / Munich Airport Operator. See http://www.euro-cdm.org/library/airports/munich/airport_cdm_munich_results_2009.pdf for further information. 4Generic Cost Benefit Analysis Version 1.4 – April 2008. See http://www.euro-cdm.org/library/cdm_cba.pdf for further

information.

http://www.euro-cdm.org/library/airports/munich/airport_cdm_munich_results_2009.pdf

http://www.euro-cdm.org/library/cdm_cba.pdf


46

In terms of flow and capacity management, the benefits would not come solely from the reduction of delays. Airspace users would possibly benefit to an even greater degree from an increased freedom of choice, where they are able to consider trade-offs to suit their particular business needs in respect of the flights concerned (e.g. less delay but longer route).

Network benefits will grow as the number of airports implementing Airport CDM increases.

Enhanced data for quantification will become available by the time additional airports have entered into the message exchange process with the CFMU.

In 2008, the EUROCONTROL Experimental Centre produced a study which aim was to assess the impact on the network if 42 airports were to implement Airport CDM, assuming the same level of benefits that Munich Airport has been achieved and provide the CFMU with accurate Target Take Off Times via DPI messages.

Munich Airport currently has the most accurate take off estimate of the 42 airports considered and this accuracy was used as the baseline for the other airports in order to evaluate the impact on sector capacities within the European core area.

The study concluded that, following a wider implementation of Airport CDM, the benefits will be: It could be possible to increase sector capacity within the core area by up to 4% which

equates to between 1-2 aircraft per sector A room for improvement for an en-route delays of between 33%-50% Some sectors which are expected to be saturated are not actually saturated. Therefore if the

declared capacities are maintained then some regulations may not be required.

The positive results recorded in this study show that the expected benefits from the implementation of Airport CDM could extend from the local airport environment to the network level, with emphasis on the European core area. However, the achievement of these potential gains depends on a number of airports reaching the same level of Airport CDM implementation as Munich and supplying data to the CFMU to the same level of accuracy.

The 2nd part of the study performed in 2009 indicated that network benefits will start becoming significant from the moment 16 largest airports have implemented A-CDM and will continue to increase until we reach around 100 airports. Implementation in more than 100 airports will only provide marginal benefits5 .

Current status The CFMU continues to further refine the DPI message exchange also during adverse conditions and certain upgrades are required to further enhance the processing of these messages. In the meantime Brussels airport is operational since June 2010 and Zurich is expected to become operational by the end of 2010 while six major airports have planned with CFMU to join the network in the next two years.

Way forward Due to diverse local airport issues it is difficult to predict when an airport will be mature enough to start exchanging DPI messages with the CFMU. To facilitate this process CFMU and the Airport CDM team have defined the minimum Airport CDM Completeness Criteria for airports to commence data exchange with the CFMU.

5 All the results for the network impact assessment are extracted from the EUROCONTROL Experimental Centre Note No. 09-08, Airport CDM Network Impact Assessment, issued in February 2009. See http://www.euro-cdm.org/library_eurocontrol_analysis.html for further information.

http://www.euro-cdm.org/library_eurocontrol_analysis.html

http://www.euro-cdm.org/library_eurocontrol_analysis.html


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Joint Action Plan between the EUROCONTROL Airport CDM team and the CFMU With the rapid increase in airports currently implementing Airport CDM, it is essential to put in place the necessary means to connect airports to the network (DPI messages sent to CFMU) as soon as they reach the required implementation maturity level. In this way the overall benefits are achieved in the shortest period of time.

To support this need a joint action plan between the EUROCONTROL Airport CDM Project team and the CFMU has been defined.

The main objective of this joint action plan is to extend the number of airports exchanging messages with CFMU leading to quicker achievement of overall network benefits.

The action plan includes: a list of airports, definition of minimum A-CDM requirements (Completeness Criteria), implementation timescales for both airports and CFMU developments and full planning for DPI processing, including a list of actions to be taken by partners and requested resources.

This action plan aims to secure resources for the operational deployment of sending DPI messages to CFMU from 4 to 5 additional airports per year during the 2010 to 2014 period.

A-CDM Current Implementation Status at Airports

The table below gives the status of the Airport CDM implementation activities at airports during 2010, based upon the three key stages of a gap analysis, the implementation status and data exchange with the CFMU.

Airport CDM Gap

Analysis

Completed

Status Data Exchange

between

Airport / CFMU

Amsterdam Schiphol

Yes CDM project initiated. New Programme manager appointed Summer 2009

Antalya Yes Gap Analysis Q1 2009 Athens Yes CDM Implementation continues. DMAN trials

showed 1-2 min reduction in taxi times

Barcelona Yes Plans for implementation in 2011 Berlin No New airport Summer 2012 Brussels N/A CDM Implemented and DMAN / CDM

integration trials completed. MoU signed Q3 2008. Brussels airport is linked to the ATM Network via DPI messages; the second airport to reach this goal after Munich in May 2007.

June 2010 (operational)

Budapest Yes On hold Dublin Yes Gap Analysis presented Q2 2008 expected 2012

Frankfurt Yes Implementation started Q2 2008, MoU is signed.

June 2011

Gatwick No CDM implementation approved Q2 2009 Geneva Yes Re-launch of project in June 2010 to complete

local CDM processes Helsinki No MoU signed Q1 2009, project started Q1 2009

Iraklion Yes CDM trials May 2010


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Airport CDM Gap

Analysis

Completed

Status Data Exchange

between

Airport / CFMU

Istanbul Yes Gap analysis report presented February 2009. All recommendations accepted and approved by DHMI in Ankara May 2009.Project management underway

Lisbon No A-CDM system development trial planned Q1 2010.

London Heathrow

Yes CDM implementation ongoing

Lyon Yes Gap Analysis report Q1 2009. All recommendations accepted and project development underway.

Milan Malpensa

Yes Implementation continues. Reorganising project

Munich N/A CDM fully implemented and considered part of daily operations

Oslo No Implementation on hold. MoU to be signed Palma Yes CDM Gap Analysis Q1 2009. No developments

for the moment.

Paris CDG N/A Implementation continues Winter 2011 Prague Yes Cost Benefit Analysis completed and fully

accepted by all partners. CDM implementation started Q1 2008

June 2011

Rome Fiumicino

Yes Gap Analysis presented and all recommendations accepted. Delay in commencing project considering the economic situation of the main Aircraft Operator

Stockholm Yes Re-activation of project Thessaloniki No

Vienna Yes Vienna Airport CDM conceptual phase finished Q1 2008.

Q2 2012

Warsaw Yes CDM Gap Analysis report Q4 2008, MoU signed Q1 2009. All recommendations accepted.

Possible 2012

Zurich Yes Implementation continues Summer 2010

9.1.8 Contribution to Network Operations Plan (NOP)

The last data collection campaign (Summer 2010 NOP) managed to obtain good quality of data from 28 airports out of the 30 addressed. The intention is to expand to 40 airports by the summer 2011.


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9.2 Action Plans in support of DMEAN activities

ACI EUROPE / EUROCONTROL Memorandum of Understanding (MoU)

This MoU focuses on adequate implementation of a commonly agreed set of deliverables stemming from the EUROCONTROL Airports Programme, DMEAN and environmentally sustainable airport operations. This joint commitment facilitates a better use of existing airport capacity, higher operational efficiency and increased safety.

The Parties endeavour to cooperate, co-ordinate and exchange information in the following areas:

SESAR IP1 key airport elements (the Airport Baseline), and in particular with focus on: Airport Collaborative Decision Making (A-CDM) Continuous Descent Approaches (CDA) Airport Capacity Enhancement (ACE) Airside and Runway Safety Data services for mutual benefit Airport environmental issues.

DMEAN requirements for the airport community, with a view to enhance the airport information contained in the Network Operating Plan, and increase airport participation to the Dynamic Management of the European ATM network (DMEAN)

The use of existing airport capacity and identifying the need for new airport infrastructure where this is required

Environmentally sustainable airport operations

The update of the Challenges to Growth Study

The Commission initiative on the Community Observatory on airports capacity

Any other tasks / activities which can benefit airport operations and/or the airport community.

Flight Efficiency Plan

IATA, CANSO and EUROCONTROL have agreed to work in a closer partnership along with airlines, airports and ANSPs to identify solutions and launch operational actions that will lead to fuel and emissions savings in the short term. This plan, which is vital for aircraft operators is supported by ACI EUROPE. One of the objectives of this plan is to optimise airport operations, through ensuring commitment of all partners to the current plan of implementing A-CDM, accelerating the implementation of A-CDM by having started implementation at 20 additional airports in 2009 and monitoring and ensuring progress of this action plan in liaison with the Eurocontrol / ACI EUROPE cooperation agreement.

AENA / EUROCONTROL Joint Action Plan

In January 2008 it was agreed between EUROCONTROL and AENA that EUROCONTROL support in implementing the following initiatives at a number of AENA Spanish airports: Delay analysis, Airport Capacity Enhancement (ACE), Airport CDM, A-SMGCS (Levels 1 and 2) and CDA (Continuous Descent Approach). Ideally, this kind of joint Action Plan should be replicated with most, if not all EUROCONTROL Member States and their respective airport authorities. This would ensure more ECAC Airports and States buy-in leading to extended benefits.


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DFS Action Plan

DFS provides ATC services at 16 international airports in Germany. At these 16 airports DFS permanently advances the site specific operational efficiency, capacity enhancement and planning activities. These activities also support the DMEAN measures. The following activities are implemented or planned for implementation at German airports:

Capacity measurement, capacity analysis, capacity planning

Airport Capacity Enhancement (ACE)

Airport CDM

SMGCS

CDA (Continuous Descent Approach)

Further capacity and efficiency related activities EUROCONTROL Airport CDM Team / CFMU Action Plan

This action plan is a joint effort of CFMU and the EUROCONTROL Airport CDM team, aiming to provide clarity to airport partners on planning and requirements, in their effort to implement Airport CDM and to link to the ATM network through DPI message transmission to CFMU. This action plan includes information about the Airport CDM implementation process, the validation process for qualifying an airport to start working with CFMU aiming the provision of DPIs, the minimum requirements from CFMU as well as and an indicative planning of implementation at airports (refer to Annex 2). More details about this action plan can be found at section 9.1.7.3 under “Joint Action Plan between the EUROCONTROL Airport CDM team and the CFMU”.


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10 EXPECTED MEDIUM-TERM PERFORMANCE OF THE ENROUTE ATM NETWORK (2011-2014)

The recession, combined with a shift in traffic flows has resulted in significant loss of revenue for a number of ANSPs, causing them to take measures to cut costs, including slowing recruitment of controllers and the postponement of major projects. These are likely to have an adverse effect on network performance for the major part of the current planning cycle.

Following the long period of recession, the demand on the European ATM network is once again increasing, with a number of ACCs, particularly those on the south-east axis, experiencing high traffic growth in early 2010.

The demand on busy sectors during peak hours continues to increase, maintaining high pressure on all parts of the ATM system. This makes it all the more important that ANSPs fully realise existing capacity plans, upgraded if necessary, and ensure that sufficient controllers will be available to open optimum configurations during peak hours.

The following paragraphs give an outlook of the expected performance of the European enroute ATM network in the short- to medium-term (2011 to 2014). This prognosis is based on current capacity plans and expected traffic demand, and is the result of simulations performed with the tools used in the capacity planning process, combined with operational analysis made by the EUROCONTROL Capacity Enhancement Function. Included is a network delay forecast and an identification of potential bottlenecks areas for the years 2011/12.

10.1 Medium-term delay forecast The medium-term delay forecast was made with respect to the baseline growth scenario of the February 2010 EUROCONTROL STATFOR Medium-Term traffic forecast (2010-2016), and taking into account the local capacity plans documented in the LSSIP 2010-2014, and as updated for the Network Operations Plan (NOP). The aim is to provide an early identification of critical areas and ensure that early action is taken to upgrade local capacity plans and enhance capacity at local and network level.

The graph shows the evolution of enroute average delay during the Summer period (May-October) and also the delay forecast for the years 2010-2014. It indicates that the enroute delay target will again not be achieved in 2010 or 2011 and that delay will begin to reduce only in 2012, as a number of major projects are completed.


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52

The following maps give an indication of the Summer delay forecast at ACC level, assuming baseline traffic growth, for the years 2011, 2012 and 2014.


53

The figure below shows the en-route ATFM delay forecast for Summer 2014 based on the present capacity improvement plans from ANSPs and the three traffic scenarios of the STATFOR traffic forecast (Feb. 2010).

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The enroute ATFM delay forecast for the baseline traffic scenario currently shows a satisfactory level of performance at system level for Summer 2014. However, due to the exponential nature of delay, the outlook for the high traffic scenario gives reason for concern.

10.2 Potential bottleneck areas and expected solutions

The evaluation of potential bottleneck areas has been made by considering the sectors identified as bottlenecks during Summer 2009 and any solution/s planned within the period (increased monitoring values and/or sector loads, improved airspace structure, staffing etc.). The information has been taken from the LSSIP 2010-2014 capacity plan and the RNDSG airspace structure short- and medium-term improvement lists.


54

Austria – Vienna ACC/TMA Potential bottleneck sectors: collapsed sectors Various airspace structure improvements have been implemented, but staffing issues continue to prevent optimum sector configurations being opened until additional controllers are available. Upgrade to COOPANS ATM system 2011-2013 No major airspace changes 2011/12 during system implementation Impact on capacity for training of controllers Additional ACC controllers coming on-line from 2012 Improved sectorisation from 2013 including an additional sector in 2014

Croatia- Zagreb ACC Potential bottleneck sectors: collapsed sectors The operation of reduced configurations will continue to cause delay unless the staffing issues are fully resolved. Shift of demand to shortest routes could cause delays to again increase towards the end of the period. Further increases to sector capacities Additional controllers becoming available each year Additional sectors planned Impact of new Bosnian ACC in 2012 needs to be evaluated Extension to APP and TWR of new ATM system

Cyprus – Nicosia ACC Potential bottleneck sectors: collapsed sectors The operation of reduced configurations due to staffing issues will cause delay unless the capacity plan is fully realised, an achievement that has not been possible in past years. The implementation of the new ATM system is essential to an improved performance and is now becoming urgent. Implementation of new ops room and ATM system (LEFCO) 3 months reduced capacity for ATM system training and implementation – Q1 2011 Additional controllers New Larnaca TMA planned 2012 – should increase capacity of West sector Extended opening of 4th sector 2012 Additional 5th sector planned 2014

Germany – Karlsruhe UAC Potential bottleneck sectors: collapsed sectors Shortage of controllers and staffing issues due to implementation of VAFORIT ATM system and planned integration of Munich UAC is likely to lead to the operation of reduced configurations throughout the period. Implementation of new ATM system in 2011 Reassignment of Munich upper airspace to Karlsruhe Winter 2012/13 Reorganisation of Karlsruhe UAC / Munich ACC Improved controller availability

Germany – Langen ACC Potential bottleneck sectors: collapsed sectors Shortage of controllers and staffing issues is likely to result in the operation of reduced configurations in 2011 and 2012, reducing towards the end of the period. Implementation of new ATM system in 2014 Reorganisation of APP airspace for 4th runway at Frankfurt in 2011 Improved controller availability through flexible rostering


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Greece – Athens and Makedonia ACCs Potential bottleneck sectors: collapsed sectors Shortage of controllers and staffing issues is likely to lead to the continued operation of reduced configurations throughout the period. FDPS upgrade – will facilitate optimised sectorisation Improved civil/military coordination

Poland – Warsaw ACC Potential bottleneck sectors: D, G, J and T The operation of non-optimum sectorisation due to system limitations will continue to cause delay until the new ATM system is fully operational and the airspace has been optimally restructured. Improvements foreseen: Additional controllers Re-evaluation of sector capacities Implementation of new ATM system 2011/12 Optimisation of sectorisation and additional vertically split sectors following implementation of

new ATM system EURO 2012 football championship Reduced capacity for training and implementation of new system Q4 2010 to end 2011

For full details of capacity plans see the individual ACC annexes.


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11 CONCLUSIONS

The introduction of the SESII Performance Framework and the implementation of ARN V7, (including the coordinated implementation of Functional Airspace Blocks, the expansion and consolidation of Free Route Airspace operations and the implementation RVSM at the eastern interface), combined with the identification and implementation of efficient ASM/ATFCM solutions and improved flexibility in flight planning and rerouteing, will contribute to improved performance and flexibility of the future ATM network. However, due to the ongoing recession, and the associated cutting back on costs by many ANSPs, the full benefit of many of these initiatives is unlikely to be realised in this planning cycle.

At European network level, the delay forecast for the period 2011-2013 shows that network delay will continue to be higher than the target set by the Provisional Council of 1 minute per flight enroute. Delays in Summer 2011 are likely to be higher than initially expected, resulting from planned reduction in capacity during the training and implementation of major ATM system upgrades and/or airspace reorganisation, combined with a shortage of available controllers.

Even though there are plans to increase structural capacity, the shortage of available qualified controllers remains an obstacle to the enhancement of performance. In spite of significant efforts to ensure a more effective and flexible resource utilisation, a number of ACCs, particularly those on the SE axis are expected to operate less-than-optimum sector configurations during peak hours. This magnifies the need for robust and realistic capacity planning and implementation.

Although traffic growth at network level remains relatively low, States on the critical south-east axis are already experiencing higher than average demand growth. This further increases the need for robust capacity planning and full commitment to implementation by ANSPs on the axis, particularly in Austria, Croatia, Cyprus and Greece.

The establishment of the European ATM Network Manager in 2011 will ensure full integration of capacity planning, civil-military cooperation, airspace structure design and management, airport operations and flow and capacity management into a fully coordinated network approach .


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ANNEX 1 : ACC TRAFFIC & CAPACITY

The following pages provide a summary of the traffic forecast and capacity enhancement plans over the period for individual ACCs in each ECAC State. The capacity plans are based on the information included in the Local Single Sky Implementation Plan for the period (LSSIP 2010-2014), and include information available from various sources, including the Capacity Enhancement Function, the Capacity Planning Task Force, CFMU, FMP, RNDSG, ASMSG, STATFOR.

The capacity plans in this document were formulated in response to the capacity requirement profiles 2010-2014, which were based on the September 2009 refresh of the STATFOR Medium-Term traffic Forecast (MTF). The profiles will be updated in line with the refresh of the MTF in September 2010, before local capacity plans are updated in the Autumn of 2010.

By comparing existing plans with the new traffic forecast, we have an indication of whether current plans will meet future traffic growth. From the delay forecast, it is clear that full implementation of local capacity plans is essential to avoid delays accelerating once again. The delay target is unlikely to be met in the short term due to a number of system changes and changes to areas of responsibility.

Each annex includes:

Traffic forecast

The 2011-2014 traffic forecast per ACC is derived using NEVAC from the EUROCONTROL STATFOR MTF that was released in March 2010.

The impact of realignment along the shortest available routes with generally unconstrained vertical profiles is determined using SAAM.

Planned capacity enhancement measures and Sector evolution

The table summarises the planned capacity enhancement measures identified in the LSSIP 2010-2014 and gives the expected annual capacity increases. Some capacity enhancement actions are shown over several years as their potential is not limited to one year - the starting year shown is the year the measure is expected to be implemented.

Sector evolution is the expected evolution of the number of operational sectors in the maximum configuration i.e. the maximum number of operational sectors that can be opened simultaneously. This figure must take into account not only the ATM system capability, but also the availability of sufficient numbers of air traffic controllers.

Enroute Summer delay forecast for the years 2011 and 2012

The delay forecast is derived for each ACC with the support of the tools used in the capacity planning process. The delay forecast is based on the current capacity plans as described in the LSSIP 2010-2014 and on the latest baseline medium term traffic forecast (EUROCONTROL STATFOR Origin Destination Zone (ODZ) released in March 2010).

Expected Summer performance

A brief description of the expected performance of the ACC, including foreseen problems and possible mitigating measures.


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ALBANIA TIRANA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 18% 22% 28%

B 6% 10% 14% 19%

L -1% 2% 5% 9%Tirana

Shortest Routes: +13%

% growth per ACC v. 2009, based on STATFOR MT Forecast


Albania: Capacity Plan Tirana LAAA ACCYear 2011 2012 2013 2014

ATS route network improvementsAdditional sector

Move to new ATS facilities

Significant EventsMax sectors 4 4 6 6

Capacity increase p.a. 4% 4% 4% 4%Reference profile (ACC) 5% 5% 5% 3%Additional information

Measures plannedCapacity benefits from new ATM system

Enroute Summer Delay Forecast

Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Tirana ACC is 0.1 minutes per flight.

Expected Summer Performance

No problems are expected at Tirana ACC with the additional controllers and ATM system improvements coming on line.


59

ARMENIA YEREVAN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 16% 31% 42% 58%

B 12% 23% 34% 45%

L 4% 16% 25% 35%Yerevan




Armenia: Capacity Plan Yerevan UGGG ACCYear 2011 2012 2013 2014

Measures plannedMax sectors 1 1 1 1

Capacity increase p.a. Sufficient capacity to meet expected demand

Reference profile (ACC) 0% 0% 0% 0%

Additional information


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Yerevan ACC is zero minutes per flight.


No problems are expected at Yerevan ACC.


60

AUSTRIA VIENNA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 17% 24% 30%

B 6% 11% 16% 21%

L 0% 4% 7% 11%Vienna




Austria: Capacity Plan Vienna LOVV ACCYear 2011 2012 2013 2014

ATS route network improvementsImproved operational procedures

Sector configuration management

Static cross border sectorisation (FAB CE)

ATM system upgrade including COOPANS/NG-AATMS Data linkNet Additional controllers

Improved sectorisationAdditional Sectors

Significant EventsAnticipated Training activities for the new

ATM System COOPANSMax sectors 12 12 12 15

Capacity increase p.a. 2% 0% 2% 5%

Low profile / capa target 7% 7% 7% 3%


Measures planned

No major airspace changes will take place 2011-2012 due to the need to freeze the ATM environment for the implementation of COOPANS.Training of ab-initio controllers will have an impact on availability of controllers for operations in 2010 and 2011. There will be a continuous improvement regarding staffing issues over the planning period. Constraints regarding the airport capacity using the two existing (converging) RWYs will remain. A third RWY is planned beyond 2014.

Austria: Capacity Plan Vienna LOVV TMA Year 2011 2012 2013 2014

Net Additional controllersImproved operational procedures (co-operation with neighbouring countries)

Improved ATS routes / airspace structureRunway sequencing tools / CDM

ATM System upgrade COOPANSSignificant Events

Max sectors 6 * 6 * 6 * 6*Capacity increase p.a.Additional information *including 2 Director positions (Feeder)

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Vienna ACC is 2.8 minutes per flight.


Vienna ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are available to open optimum sector configurations.

Potential bottleneck sectors: all collapsed sectors


61

AZERBAIJAN BAKU ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 15% 28% 41% 53%

B 11% 21% 32% 43%

L 4% 15% 23% 32%Baku

Shortest Routes: No significant Impact



Azerbaijan: Capacity Plan Baku UBBB ACCYear 2011 2012 2013 2014

ATS route network optimisation in cooperation with neighboring States.

New automated ATC systems in Baku, Ganja and Nakhchivan.

Resectorisation of Airspace Structure

Preparation phase Installation Installation

Max sectors 4 + 1APP 4 + 1APP 4 + 1APP 4 + 1APP

Capacity increase Sufficient capacity to meet demandReference profile 0% 0% 0% 0%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Baku ACC is zero minutes per flight.


No problems are expected at Baku ACC.


62

BELGIUM BRUSSELS ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 11% 14% 19%

B 3% 6% 9% 12%

L -1% 0% 2% 4%Brussels




Belgium: Capacity Plan Brussels EBBU ACCYear 2011 2012 2013 2014

Optimum use of sector configurationsCANAC 2

Max sectors 7 7 7 7Capacity increase p.a. 3% 0% 0% 0%

Reference profile 0% 0% 0% 0%Additional information

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Brussels ACC is 0.1 minutes per flight.


No problems are expected at Brussels ACC.


63

BULGARIA SOFIA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 14% 24% 33% 42%

B 10% 17% 24% 32%

L 3% 9% 14% 20%Sofia

Shortest Routes: -13%



Bulgaria: Capacity Plan Sofia LBSR ACCYear 2011 2012 2013 2014

Consolidation of operations of single ACCATS route network development

Max sectors 10 11 11 11Capacity increase p.a. Sufficient capacity will be provided to meet expected demand

Reference profile 0% 1% 2% 1%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Sofia ACC is zero minutes per flight.


No problems are expected at Sofia ACC.


64

CROATIA ZAGREB ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 11% 20% 27% 35%

B 7% 12% 18% 24%

L 0% 4% 8% 12%Zagreb

Shortest Routes: + 18%



Croatia: Capacity Plan Zagreb LDZO ACCYear 2011 2012 2013 2014

Additional controllers (net increase of 5 per year) Improved sector opening times

Application of sector occupancy techniques: further benefits after impl.of CPR Optimisation of ATS route network and sectorisation

Further increase of sector capacities

Additional Sector Group-Phase 2 - full lateral and vertical implementation of

Central sector

Additional Sectors

Extension of CroATMS to major

APP and TWR

Modernisation of CroATMS with

enhanced functionalities (Mode

S and data link)

Significant Events

BH ACC (capacity impact on airspace,

system and procedure changes

for Zagreb ACC to be evaluated)

Max sectors 9* 10* 11* 11*Capacity increase p.a. 7% 8% 6% 5%**



Measures planned

*a higher number of sectors is possible, depending on traffic growth, additional ATCOs and regional developments (BiH ACC and FAB CE development)**capacity increase to be further confirmed depending on new ATM system


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Zagreb ACC is 0.4 minutes per flight.


Zagreb ACC is not expected to close the capacity gap until staffing issues are resolved and sufficient controllers are available to open optimum sector configurations.

Potential bottleneck sectors: all collapsed sectors

The capacity plan is sufficient to cope with expected demand on current routes, but traffic could increase significantly if flows are realigned on the shortest available routes.


65

CYPRUS NICOSIA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 14% 23% 31% 40%

B 11% 16% 22% 29%

L 5% 9% 13% 19%Nicosia




Cyprus: Capacity Plan Nicosia LCCC ACC

Year 2011 2012 2013 2014ATS route network and sectorisation optimisation

Implementation of the new ATM system

LEFCO and new ACC

Consolidation of operations of new system and ACC

Capacity benefits from new TMA 5th enroute sector

OLDI with Athens and possibly with

Egypt

New Cyprus TMA implementation

Additional staff (radar and APP)

Additional staff (radar and APP) 4th enroute sector

Significant Events Presidency of the EU


High profile (ACC) 7% 8% 5% 9%


The additional staff will be used immediately to increase the opening hours of maximum available sectors.Operations of the new Larnaca TMA in 2012 will increase the capacity of the West enroute sector.

LEFCO- Testing of the system: May-July 2010- Training: Winter 2010/2011 (Oct-Feb)- Start of operations February 2011- Transition phase February-May 2011- 3 months with reduced capacities

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Nicosia ACC is 2.3 minutes per flight.


Nicosia ACC is not expected to close the capacity gap until staff management issues are resolved and all measures are in place to enable the opening of optimum sector configurations.

Following many years of postponement, the implementation of the new ATM system is now needed as a matter of urgency, together with reassessment of the enroute and terminal airspace structure, sectorisation, ATM procedures, sector capacities and working practices.

Potential bottleneck sectors: all collapsed sectors.


66

CZECH REPUBLIC PRAGUE ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 17% 23% 30%

B 6% 11% 15% 20%

L -1% 4% 7% 10%Prague




Czech Republic: Capacity Plan Prague LKAA ACCYear 2011 2012 2013 2014

Improved flow and capacity management techniquesAdaptation of sector opening times depending on available staff

Improved ATS route network & sectorisationAdditional controllers

Static cross border sectorisation (FAB CE)Minor improvements of system

functionalities Datalink

Improved interface with Munich

Significant Events Training for OATStart of handling

OAT flights

Training for the new system

Parallel runway ops at Prague airport




Measures planned

The implementation of additional sectors is fully dependant on availability of new controllers.The implementation of a flexible 9 sectors configuration in 2010 is also dependant on the implementation of one additional physical sector.Reduction of capacity in neighbouring ACCs will have an impact on traffic flows in Praha ACC.


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Prague ACC is 0.1 minutes per flight.


No significant problems are expected for Prague ACC


67

DENMARK COPENHAGEN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 13% 17% 21%

B 4% 8% 11% 14%

L -1% 1% 3% 6%Copenhagen




Denmark: Capacity Plan Copenhagen EKDK ACCYear 2011 2012 2013 2014

Continuous improvements on the ATS route networkGradual increase of controller numbers

Sector configurations adapted to traffic demandConstant upgrade of

ATM systemCOOPANS

implementationConsolidation of operations with COOPANS

Significant EventsMax sectors 4 (E) + 3 (W) 4 (E) + 3 (W) 4/5 (E) + 3 (W) 4/5 (E) + 3 (W)

Capacity increase p.a. 3% 0% 5% 3%Reference profile 2% 2% 3% 2%


Measures planned

Gradual consolidation of operations within NUAC company


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Copenhagen ACC is 0.1 minutes per flight.


No significant problems are expected at Copenhagen ACC, provided that sufficient controllers are available.


68

ESTONIA TALLINN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 19% 27% 34%

B 5% 14% 19% 24%

L 0% 4% 9% 14%Tallinn

Shortest Routes: - 4%



Estonia: Capacity Plan Tallinn EETT ACCYear 2011 2012 2013 2014

Additional staff and controller ratingAdaptation of sector opening times

ATM system renewalConsolidation of operations with the new ATM system


Capacity increase Sufficient capacity to meet demandReference profile 0% 0% 2% 2%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Tallinn ACC is zero minutes per flight.


No problems are expected at Tallinn ACC.


69

EUROCONTROL MAASTRICHT UAC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 13% 17% 22%

B 4% 8% 11% 15%

L 0% 2% 5% 7%Maastricht




EUROCONTROL: Capacity Plan Maastricht EDYY UACYear 2011 2012 2013 2014

Progressive development of N-

FDPS functionsMTCD/NTCA

Dynamic sectorisation

Redesign of sector consoles to enable

MTCD & CORA

CPDLC monitoring concept & reduction

in verbal coordination

ASM Tool Enhanced OLDI ARK-RKN Hotspot

Weather and airfield status forecast

AMAN & DMAN interface

DOVER Hotspot

Generic ATCO licence

HANN East resectorisation

NTM-DIK Hotspot

ATC-aircraft Interoperability

Programme (IOP)ATC-ATC IOP ATC-CFMU IOP

Traffic Management System (TMS)Frequency policy – Enabler for TRAS Phased capacity benefit NTM/DIK due 4th r/w at Frankfurt

Gradual deployment of tailored route conceptController rating training

Significant Events 4th r/w Frankfurt

Max sectors20 sectors

23 (20+3 cross sectors)



Capacity increase p.a. 2.5% 2% 2% 2%Reference profile 3% 5% 4% 4%Other Information MUAC own delay target for the planning cycle is 0.2 minutes per flight.

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Maastricht UAC is 0.1 minutes per flight.

Expected Summer performance No significant problems are expected until traffic growth again accelerates. Given the current high levels of throughput, the traditional methods of increasing ATC capacity are considered to be almost exhausted and the main focus continues to be on manpower planning, ATFCM processes and supporting tools.


70

FINLAND ROVANIEMI ACC

Traffic forecast


Finland: Capacity Plan Rovaniemi EFPS ACCYear 2011 2012 2013 2014

Measures plannedClosure of Rovaniemi

-Integration into Tampere ACC*

Max sectorsCapacity increase Sufficient capacity to meet demandReference profile

Additional information *Target date is AIRAC of November 2010


Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Rovaniemi ACC is zero minutes per flight.


No problems are expected at Rovaniemi ACC.


71

FINLAND TAMPERE ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 11% 16% 20%

B 2% 7% 11% 14%

L 0% 1% 4% 6%Tampere




Finland: Capacity Plan Tampere EFES ACCYear 2011 2012 2013 2014

Integration of Rovaniemi airspace

in Tampere ACCConsolidation of operations as one ACC

Max sectors 5* 5* 5* 5*Capacity increase Sufficient capacity to meet demandReference profile 0% 0% 0% 0%

Additional information *Number of sectors to be determined - planning is ongoing

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Tampere ACC is zero minutes per flight.


No problems are expected at Tampere ACC.


72

FRANCE BORDEAUX ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 5% 10% 14% 18%

B 2% 5% 8% 11%

L -2% 0% 1% 2%Bordeaux




France: Capacity Plan Bordeaux LFBB ACCYear 2011 2012 2013 2014

Improved Airspace Management and ATFCM ProceduresStaff deployment / Flexible rosteringESSO Project

Change of DFL between upper and

lower airspaceMax sectors 21UCESO 21 UCESO 21 UCESO 21 UCESO



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Bordeaux ACC is 0.1 minutes per flight.


No problems are expected at Bordeaux ACC.


73

FRANCE BREST ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 5% 10% 14% 18%

B 2% 5% 8% 11%

L -2% 0% 1% 3%Brest




France: Capacity Plan Brest LFRR ACCYear 2011 2012 2013 2014

Improved Airspace Management and ATFCM Procedures

Staff deployment / Flexible rostering

Reorganisation of lower airspace and

delegation of ATS to APP units below

FL145 (for relevant airspace)

Max sectors 21 UCESO 21 UCESO 21 UCESO 21 UCESOCapacity increase p.a. 2% 2% 2% 2%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Brest ACC is 0.1 minutes per flight.


No problems are expected at Brest ACC.


74

FRANCE MARSEILLE ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 13% 18% 23%

B 4% 7% 11% 14%

L -1% 1% 3% 6%Marseille




France: Capacity Plan Marseille LFMM ACCYear 2011 2012 2013 2014



Reorganisation of interface with LECB

(LUMAS)

Reorganisation of lower airspace and

delegation of ATS to APP units below

FL145

Full Provence project

Airspace improvements in

Nice terminal areaMax sectors 30 UCESO 30 UCESO 30 UCESO 30 UCESO



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Marseille ACC is 0.1 minutes per flight.


No problems are expected at Marseille ACC.


75

FRANCE PARIS ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 11% 15% 19%

B 4% 7% 10% 13%

L 0% 2% 4% 6%Paris




France: Capacity Plan Paris LFFF ACCYear 2011 2012 2013 2014



IRP/HarmonieMax sectors 24 UCESO 24 UCESO 24 UCESO 24 UCESO



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Paris ACC is 0.2 minutes per flight.


No significant problems are expected for Paris ACC, but UJ remains a potential bottleneck sector.


76

FRANCE REIMS ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 12% 16% 20%

B 4% 7% 10% 13%

L -1% 1% 3% 5%Reims




France: Capacity Plan Reims LFEE ACCYear 2011 2012 2013 2014



Re-organisation of lower airspace and

delegation of ATS to APP LFST

Swap UN852/UN853 (FABEC)

IRP/Harmonie

Higher DFL for low level sectors

Max sectors 16 UCESO 16 UCESO 16 UCESO 16 UCESOCapacity increase p.a. 4% 4% 4% 4%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Reims UAC is 0.3 minutes per flight.


No significant problems are expected for Reims UAC, but UHL remains a potential bottleneck sector.


77

FYROM SKOPJE ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 17% 23% 30%

B 5% 9% 13% 18%

L -1% 2% 5% 9%Skopje




FYROM: Capacity Plan Skopje LWSS ACCYear 2011 2012 2013 2014

Controller ratingsAirspace structure development

Optimisation of sectorisation (Closely related to availability of Kosovo airspace)

Max sectors 3 3 (4) 3 (4) 3 (4)Capacity increase p.a. 0% 0% 0% 0%

Reference profile (ACC) 0% 3% 3% 0%Additional information

Measures planned

New ATM system


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Skopje ACC is zero minutes per flight.


No problems are expected at Skopje ACC.


78

GERMANY BREMEN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 11% 15% 20%

B 3% 6% 9% 12%

L -2% 0% 2% 3%Bremen




Germany: Capacity Plan EDWW Bremen ACCYear 2011 2012 2013 2014

On-going recruitment of controllers

New airspace structure for the International Airport Berlin Brandenburg

Max sectorsEnroute+APP

12+6 12+6 12+6 12+6

Capacity increase p.a. 2% 1% 0% 0%Reference profile p.a. 0% 0% 0% 1%

Special Impacts

Expansion of Schönefeld airport to

become Berlin Brandenburg Int.

FIFA Women Cup

ILA Berlin, Berlin Brandenburg Int.

airportClosure of Berlin

Tegel airport

ILA Berlin,Berlin Brandenburg

Int. airport

Additional Information

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Bremen ACC is zero minutes per flight.


No problems are expected at Bremen ACC.


79

GERMANY LANGEN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 12% 16% 21%

B 3% 7% 10% 13%

L -1% 0% 3% 5%Langen




Germany: Capacity Plan Langen EDGG ACCYear 2011 2012 2013 2014

On-going recruitment of controllers

Restructure of APP airspace for 4th RWY

Frankfurt

Reduction of staffing problems (flexible rostering)

Implementation of the new P2 System

(2014/2015)

Option of the Upgrade of

P1/ATCAS system (PSS)

Max sectorsEnroute+APP

26+9 26+9 26+9 26+9

Capacity increase p.a. -1% 6% 4% -1%Reference profile p.a. 1% 3% 2% 2%

Special Impacts4th runway Frankfurt

Airport FIFA Women Cup


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Langen ACC is 1.4 minutes per flight for 2011 and 0.5 minutes per flight for 2012.


No problems are expected at Langen ACC.


80

GERMANY KARLSRUHE UAC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 14% 19% (+15%) 25% (+15%)

B 5% 9% 13% (+15%) 17% (+15%)

L -1% 3% 5% (+15%) 8% (+15%)Karlsruhe


% growth per ACC v. 2009, based on STATFOR MT Forecast Relocation of Munich upper airspace to Karlsruhe adds an extra 15% traffic in 2013.


Germany: Capacity Plan Karlsruhe EDUU UACYear 2011 2012 2013 2014

Ongoing recruitment of ab-initio controllers and “ready entries”

Implementation of P1/VAFORIT (Dec 2010-Feb 2011)

Reduction of staffing problems

Effects of the new ATS system (P1/VAFORIT)

Relocation of Munich Upper airspace to

Karlsruhe (Nov.2012 -Feb.2013)

Max sectors 26 26 34 34Capacity increase p.a. 2% 5% 2% (+15%) 7%


Special Impacts

4th runway Frankfurt Airport, New Berlin

BBI AirportCapacity reduction due implementation

P1/VAFORIT

Olympic Games in London

3rd runway Munich Airport

Additional Information

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Karlsruhe UAC is 2.8 minutes per flight for 2011 and 2.6 minutes per flight for 2012.


Shortage of controllers and staffing issues due to implementation of VAFORIT ATM system and planned integration of Munich upper airspace is likely to lead to the operation of reduced configurations throughout the period.


81

GERMANY MUNICH ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 13% 18% (-27%) 24% (-27%)

B 4% 8% 11% (-27%) 15% (-27%)

L -1% 2% 4% (-27%) 7% (-27%)Munich


% growth per ACC v. 2009, based on STATFOR MT Forecast Relocation of Munich upper airspace to Karlsruhe reduces traffic by 27% in 2013.


Germany: Capacity Plan Munich EDMM ACCYear 2011 2012 2013 2014

Ongoing recruitment of ab initio controllers

Upgrade of P1/ATCAS system (PSS)

Relocation of Munich Upper airspace to

Karlsruhe (Nov.2012 -Feb.2013)

Implementation of SAS Upper sector in connection with the new Berlin airport

Implementation of new CHIEM TOP

sector

Split ALB sector in Low and High, Split INN sector in East

and West Implementation of one sector above

RDG/EGGImplementation of

new function “Satellite” Munich

Max sectors 26+4 26+4 22+5 23+5Capacity increase p.a. 1% 1% 4% (-30%) 1%

Reference profile 0% 1% -28% 2%

Special Impacts FIFA Women CupTraining for relocation to

Karlsruhe UAC

3rd runway Munich Airport


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Munich ACC is 0.2 minutes per flight.


No problems are expected at Munich ACC.


82

GREECE ATHENS ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 15% 20% 26%

B 5% 9% 13% 17%

L 0% 2% 5% 8%Athens




Greece: Capacity Plan Athens LGGG ACCYear 2011 2012 2013 2014

Improved ATS route network and airspace managementImproved civil/military coordination

Training of radar controllers

OLDI with NicosiaFDPS upgrade to permit additional logical sectors

Additional FDPS upgrades

Implementation of MTCD

4 additional OLDI messages for silent

radar transfers



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Athens ACC is 1.1 minutes per flight for 2011 and 0.7 minutes per flight for 2012.


Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations at Athens ACC.

Potential bottleneck sectors: collapsed sectors


83

GREECE MAKEDONIA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 11% 17% 23% 30%

B 6% 11% 15% 21%

L 0% 3% 7% 11%Makedonia




Greece: Capacity Plan Makedonia LGMD ACCYear 2011 2012 2013 2014

Improved ATS route network and airspace management

Improved civil/military coordination

Training of radar controllers

OLDI with NicosiaFDPS upgrade to permit additional logical sectors

Additional FDPS upgrades

Implementation of MTCD

4 additional OLDI messages for silent

radar transfers



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Makedonia ACC is 1.0 minutes per flight for 2011 and 0.8 minutes per flight for 2012.


Shortage of controllers and staffing issues could lead to the continued operation of reduced configurations at Makedonia ACC.

Potential bottleneck sectors: collapsed sectors


84

HUNGARY BUDAPEST ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 12% 21% 29% 37%

B 8% 14% 20% 27%

L 1% 6% 11% 15%Budapest




Hungary: Capacity Plan LHCC ACCYear 2011 2012 2013 2014

Optimisation of airspace structureRecruitment and training of controllers

New ATCC Multi sector planningNew PC based

hardwareNew ATM software

Max sectors 9-12 9-12 9-12 9-12Capacity increase p.a. 4% 4% 4% 4%

Reference profile (ACC) 0% 0% 1% 2%Additional information 10 ACC and 3 APP controllers are planned to be licensed in Autumn 2010

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Budapest ACC is 0.1 minutes per flight.


No problems are expected at Budapest ACC.


85

IRELAND DUBLIN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 14% 22% 30%

B 2% 8% 12% 16%

L -4% -1% 2% 4%Dublin




Ireland: Capacity Plan Dublin EIDW ACCYear 2011 2012 2013 2014

FAB with UK/NATS

Improvement of route network at

Manchester interface

Improvement of route network at

Manchester & London interface

New Control Tower Parallel Runway

ATM System Upgrade

Point Merge




Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Dublin ACC is 0.1 minutes per flight.


No problems are expected at Dublin ACC.


86

IRELAND SHANNON ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 12% 17% 23%

B 5% 8% 11% 14%

L 1% 3% 5% 7%Shannon




Ireland: Capacity Plan Shannon EINN ACCYear 2011 2012 2013 2014

FAB with UK/NATSExtra sectors as required

DatalinkSignificant Events

Max sectors 15 16 16 16



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Shannon ACC is zero minutes per flight.


No problems are expected at Shannon ACC.


87

ITALY BRINDISI ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 17% 23% 30%

B 5% 10% 15% 20%

L 0% 3% 6% 10%Brindisi




Italy: Capacity Plan Brindisi LIBB ACCYear 2011 2012 2013 2014

Revised sector loads and sector optimisationRoute network improvements

VDL Mode 2DMEAN actions

Flight Efficiency Plan – ENAV 2009-2014Operational Improvements as a result of BLUMED FAB

Improved Mode S infrastructure

ADSB

Max sectors 6* 6* 6* 6 *Capacity increase p.a. 0% 0% 0% 0%


Additional information * max. 8 sectors could be opened depending on traffic demand and staff availability

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Brindisi ACC is zero minutes per flight.


No problems are expected at Brindisi ACC.


88

ITALY MILAN ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 13% 18% 24%

B 4% 8% 11% 15%

L -1% 2% 4% 7%Milan




Italy: Capacity Plan Milan LIMM ACCYear 2011 2012 2013 2014

Revised sector loads and sector optimisation

VDL Mode 2

DMEAN actionsFlight Efficiency Plan – ENAV 2009-2014

Operational Improvements as a result of BLUMED FABImproved Mode S

infrastructureADSB

Reorganisation of Milano TMA

PRNAV STARS at Milan Malpensa



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Milan ACC is zero minutes per flight.


No problems are expected in Milan ACC.


89

ITALY PADOVA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 14% 19% 25%

B 4% 8% 12% 16%

L -1% 2% 4% 7%Padova




Italy: Capacity Plan Padova LIPP ACCYear 2011 2012 2013 2014


DMEAN actions

Flight Efficiency Plan – ENAV 2009-2014

Operational Improvements as a result of BLUMED FAB


ADSB

Implementation of terminal service for airports located within Padova area

Max sectors 13 13 13 13Capacity increase p.a. 5% 4,5% 3% 5,5%



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Padova ACC is 0.2 minutes per flight.


No problems are expected at Padova ACC.


90

ITALY ROME ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 14% 20% 27%

B 5% 9% 13% 17%

L 0% 3% 5% 8%Rome




Italy: Capacity Plan Rome LIRR ACCYear 2011 2012 2013 2014


Optimum maximum configurations

VDL Mode 2

DMEAN actionsFlight Efficiency Plan – ENAV 2009-2014

Operational Improvements as a result of BLUMED FAB


ADSB

Implementation of PRNAV in Roma

TMAMax sectors 21* 21* 21* 21 *


Additional information * max. 23 sectors depending on traffic demand and staff availability

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Rome ACC is zero minutes per flight.


No problems are expected at Rome ACC.


91

LATVIA RIGA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 19% 26% 33%

B 5% 14% 18% 24%

L 0% 4% 9% 13%Riga




Latvia: Capacity Plan Riga EVRR ACCYear 2011 2012 2013 2014

Measures planned Various ATM system improvements (RNP1 in Riga TMA, AMAN etc.)

Significant EventsMax sectors 3 + 1 APP 3 + 1 APP 3 + 1 APP 3 + 1 APP

Capacity increase Sufficient capacity to meet expected demandReference profile 0% 0% 2% 2%



Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Riga ACC is zero minutes per flight.


No problems are expected at Riga ACC.


92

LITHUANIA VILNIUS ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 20% 28% 37%

B 6% 13% 20% 26%

L -2% 3% 9% 15%Vilnius




Lithuania: Capacity Plan Vilnius EYVC ACCYear 2011 2012 2013 2014

Airspace reorganisation project in progress*

Introduction of 3rd

sectorSignificant Events

Max sectors 3 3 3 3


Additional information *Implementation planned for second half of 2011

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Vilnius ACC is zero minutes per flight.


No problems are expected at Vilnius ACC.


93

MALTA MALTA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 12% 21% 30% 39%

B 8% 13% 19% 28%

L 2% 5% 10% 15%Malta




Malta: Capacity Plan Malta LMMM ACCYear 2011 2012 2013 2014





Based on the current capacity plan and assuming baseline traffic growth, the enroute 2010 Summer delay forecast for Malta ACC is zero minutes per flight.


No problems are expected at Malta ACC.


94

MOLDOVA CHISINAU ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 13% 24% 34% 48%

B 5% 13% 21% 30%

L -5% 8% 13% 18%Chisinau




Moldova: Capacity Plan Chisinau LUUU ACCYear 2011 2012 2013 2014





Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Chisinau ACC is zero minutes per flight.


No problems are expected at Chisinau ACC.


95

THE NETHERLANDS AMSTERDAM ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 9% 13% 16%

B 2% 6% 8% 11%

L -1% 1% 2% 4%Amsterdam




The Netherlands: Capacity Plan Amsterdam EHAA ACCYear 2011 2012 2013 2014

Measures planned Optimisation of ATS route network & proceduresSignificant Events


Reference profile (ACC) 0% 0% 0% 2%Additional information


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Amsterdam ACC is zero minutes per flight.


No significant problems are expected at Amsterdam ACC, although environmental constraints could generate higher delay than is expected.


96

NORWAY BODO ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 10% 13% 16%

B 4% 7% 9% 11%

L 1% 2% 4% 6%Bodo




Norway: Capacity Plan Bodo ENBD ACCYear 2011 2012 2013 2014

Flexible rostering of ATC staff

Recruitment and training of air traffic controllers

Revision of FUA operationsSignificant Events

Max sectors 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic 5 + 1 oceanic

Capacity increase


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Bodo ACC is zero minutes per flight.


No problems are expected at Bodo ACC.


97

NORWAY OSLO ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 14% 17% 22%

B 6% 9% 12% 15%

L 1% 3% 5% 7%Oslo




Norway: Capacity Plan Oslo ENOS ACCYear 2011 2012 2013 2014


Recruitment and training of air traffic controllersRevision of FUA operations

Implementation of Oslo ASAP (New

Airspace Structure)Significant Events

Max sectors 8 8 8 8

Capacity increase


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Oslo ACC is zero minutes per flight.


No problems are expected at Oslo ACC.


98

NORWAY STAVANGER ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 12% 15% 20%

B 3% 7% 10% 14%

L 0% 1% 3% 4%Stavanger




Norway: Capacity Plan Stavanger ENSV ACCYear 2011 2012 2013 2014


Recruitment and training of air traffic controllers

Revision of FUA operationsSignificant Events

Max sectors 3 + 1 helicopter 3 + 1 helicopter 3 + 1 helicopter 3 + 1 helicopter

Capacity increase


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Stavanger ACC is zero minutes per flight.


No problems are expected at Stavanger ACC.


99

POLAND WARSAW ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 11% 20% 27% 35%

B 7% 14% 19% 25%

L 1% 5% 10% 15%Warsaw




Poland: Capacity Plan Warsaw EPWW ACCYear 2011 2012 2013 2014

Additional controllers

Minor ATS route network improvements Polish 2010+ airspace project

Improved sector opening schemes

Improved sector configurations

Training and testing for the new ATM

system Re-evaluation of sector capacities

12 elementary horizontal sectors - improved flexibility

Implementation of vertical sectorisation

Operational availability of the new ATM system (Winter

2011/12)

Consolidation of operations of the new ATM system

Significant Events EURO 2012Max sectors 8 9-10 10-11* 12*



Measures planned

*Depending on traffic demand and staff availability New ATM system - Training: September/October 2010 till December 2011- Switch over: December 2011- Transition period: Dec 2011 – March 2012- Reduction in staff availability due to training for new system and OJT in 2010/11- Training for the new system will also concern TWR units


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Warsaw ACC is 2.9 minutes per flight for 2011 and 2.6 minutes per flight for 2012.


The operation of non-optimum sectorisation due to system limitations will continue to cause delay until the new ATM system is fully operational.

Potential bottleneck sectors: D, G, J and T


100

PORTUGAL LISBON ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 14% 19% 24%

B 5% 9% 12% 15%

L 1% 2% 3% 4%Lisbon




Portugal: Capacity Plan Lisbon LPPC ACCYear 2011 2012 2013 2014

Improved rostering and sector opening schemes


Update traffic volume definition for free route + Casablanca

Area Proximity warning (APW)

OLDI links with GCCC

MTCD and conformance monitoring New sector

New Upper sector* Minimum Safe Altitude Warning (MSAW)

New BRNAV ATS route structure Casablanca FIR

Sector Design Optimisation according to Casablanca project

Significant EventsFootball World Cup

in Brazil

Max sectors10

(8 ENR+2 TMA)10

(8 ENR+2 TMA)10

(8 ENR+2 TMA)10 -12

(8-9 ENR+2-3 TMA)Capacity increase p.a. 3% 3% 3% 3%

Reference profile 0% 4% 2% 4%Additional information * Depending on the traffic evolution in 2010-2011

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Lisbon ACC is 0.2 minutes per flight.


No problems are expected for Lisbon ACC.


101

ROMANIA BUCHAREST ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 14% 24% 34% 44%

B 9% 17% 24% 32%

L 2% 8% 14% 20%Bucharest




Romania: Capacity Plan Bucharest LRBB ACCYear 2011 2012 2013 2014

Measures planned ATS route network and sectorisation improvementsSignificant Events

Max sectors 20 20 20 20Capacity increase Sufficient capacity to meet demandReference profile 0% 0% 0% 0%



Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Bucharest ACC is zero minutes per flight.


No problems are expected at Bucharest ACC.


102

SERBIA BELGRADE ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 12% 19% 26% 34%

B 8% 13% 18% 23%

L 1% 5% 9% 13%Belgrade




Serbia: Capacity Plan Belgrade LYBA ACCYear 2011 2012 2013 2014

Route network Development

Improved airspace management

Flexible use of staff

Civil/military coordination improvement


Reorganisation of lower airspace –

establishment of FIC

Consolidation of operations of FAMUS

Elementary Mode S implementation

Data Link

Improve TMA airspace organisation and introduction of RNAV in TMA

Dynamic modular sectorisation

New ops room and system

modernisation FAMUS (new DPS

with CDTools, MONA, SYSCO; new VCS, AMHS, TRS)

Consolidation of new ATCC concept of

operation

New ATCC concept of operation

Free Route concept

Implementation of ACC/APP single ops

room

Correlated Position Reports (CPR)

Full implementation of FUA concept

CCAMS



Additional information SMATSA delay target is zero minutes per flight.

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Belgrade ACC is zero minutes per flight.


No problems are expected at Belgrade ACC.


103

SLOVAK REPUBLIC BRATISLAVA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 12% 20% 27% 35%

B 7% 13% 18% 24%

L 0% 5% 10% 14%Bratislava




Slovak Republic: Capacity Plan Bratislava LZBB ACCYear 2011 2012 2013 2014

Continuous improvements of the route network and sectorisation

Adaptation of sector opening times

Improved flow and capacity management techniques

Improved staff deployment


New ATC system



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Bratislava ACC is 0.1 minutes per flight.


No problems are expected at Bratislava ACC.


104

SLOVENIA LJUBLJANA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 10% 17% 23% 30%

B 5% 10% 15% 20%

L -1% 2% 5% 9%Ljubljana




Slovenia: Capacity Plan Ljubljan LJLJ ACCYear 2011 2012 2013 2014

ATS route network and traffic organisation changesImproved ATFCM

Additional ATCOs will be recruited as necessary

4 sector configuration for longer periods

Flexible sector configurations (max 5 sectors)

Upgrade of radar to Mode S

One additional sector (if required)

Implementation of new ops room




Measures planned

*Depending on traffic growthImplementation of the new ops room (winter 2011-2012) will not affect capacity.


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Ljubljana ACC is zero minutes per flight.


No problems are expected at Ljubljana ACC.


105

SPAIN BARCELONA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 12% 17% 22%

B 3% 7% 10% 13%

L -3% -1% 1% 3%Barcelona




Spain: Capacity Plan Barcelona LECB ACCYear 2011 2012 2013 2014

ATC system upgrades

Optimised sector configurations

Staff rostering improvement

Route structure improvements

Madrid - Baleares

PRNAV structure for TMAs

interface sector reorganisation

New sectorisation of Barcelona TMA

Significant EventsNew building

Valencia TACCASMGCS-1 at LEBL

14ACC 14ACC 14ACC 14ACC6 APP LEBL 7APP LEBL 7APP LEBL 7APP LEBL4 APP LECL 4 APP LECL 4 APP LECL 4 APP LECL

apacity increase p.a. (ACC 4% 4% 4% 4%Reference profile (ACC) 2% 2% 4% 5%Additional information

Max sectors

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Barcelona ACC is 0.1minutes per flight.


No problems are expected for Barcelona ACC.


106

SPAIN CANARIAS ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 14% 19% 24%

B 6% 9% 12% 16%

L 0% 1% 3% 5%Canaries




Spain: Capacity Plan Canarias GCCC ACCYear 2011 2012 2013 2014

ATM system upgrade

Optimised sector configurationsPRNAV structure for

TMAsSignificant Events ASMGCS-1 at GCXO

Max sectors 9 (5 APP/3+1ENR) 9 (5 APP/3+1ENR) 9 (5 APP/3+1ENR) 9 (5 APP/3+1ENR)Capacity increase p.a. 0% 0% 0% 0%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Canarias ACC is zero minutes per flight.


No problems are expected at Canarias ACC.


107

SPAIN MADRID ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 6% 10% 14% 18%

B 3% 5% 8% 10%

L -2% -1% -1% 1%Madrid




Spain: Capacity Plan Madrid LEMD ACCYear 2011 2012 2013 2014

ATC system upgrades

Optimised sector configurationsStaff rostering improvement

Independent parallel runway ops at LEMD

PRNAV structure for TMAs

Significant Events18 ACC 18 ACC 18 ACC 18 ACC10 APP 10 APP 10 APP 10 APP

apacity increase p.a. (ACC 6% 4% 4% 4%Reference profile (ACC) 3% 5% 4% 4%Additional information

Max sectors

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Madrid ACC is 0.4 minutes per flight for 2011 and 0.3 minutes per flight for 2012.


No big problems are expected. Airspace solutions are available for some of the congested sectors – firm proposals and their timely implementation is essential to an improved performance when traffic growth again accelerates.

Potential bottleneck sectors: DOM, CJL, PAL, PAU, TLU


108

SPAIN PALMA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 12% 17% 22%

B 4% 7% 10% 13%

L -4% -2% 0% 2%Palma




Spain: Capacity Plan Palma LEPA ACCYear 2011 2012 2013 2014

ATC system upgrades

Optimised sector configurationsPRNAV structure for

TMAsSignificant Events

Max sectors 3 (+5 APP) 3 (+5 APP) 3 (+5 APP) 3 (+5 APP)Capacity increase p.a. 2% 2% 2% 2%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Palma ACC is 0.1minutes per flight.


No significant problems are expected in Palma ACC.


109

SPAIN SEVILLA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 14% 19% 24%

B 5% 8% 12% 16%

L 0% 0% 2% 5%Sevilla




Spain: Capacity Plan Seville LECS ACCYear 2011 2012 2013 2014

ATC system upgrades

Optimised sector configurationsStaff rostering improvement

New airspace structure for Malaga

TMA based on PRNAV

TLP - European Military activity (every 2 months)

ASMGCS-1 at LEMG

Max sectors 6ACC+2 APP 6ACC+2 APP 6ACC+2 APP 6ACC+2 APPCapacity increase p.a. 3% 3% 3% 3%


Measures planned

Significant Events


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Seville ACC is 0.1 minutes per flight.


No problems are foreseen for Seville ACC.


110

SWEDEN MALMO ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 9% 15% 20% 25%

B 5% 10% 14% 18%

L 0% 3% 5% 8%Malmo




Sweden: Capacity Plan Malmo ESMM ACCYear 2011 2012 2013 2014

Gradual availability of additional controllers

DK/SE FAB ImplementationEurocat platform (COOPANS)

implementation

FRAS Phase 4 (including evolving

traffic above FL 285 South of 61 N)

Significant EventsMax sectors 10+1* 10+1* 10+1* 10+1*




*More sectors if required, depending on traffic, staff availability, and FAB initiatives.12-20 additional controllers p.a. in Sweden, optimum levels expected 2010-11DK/SE FAB implementation is provisionally planned in the timeframe 2010-2012, with the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark.

Measures Planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Malmö ACC is zero minutes per flight.


No problems are expected at Malmo ACC.


111

SWEDEN STOCKHOLM ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 13% 16% 20%

B 3% 8% 11% 14%

L -1% 2% 4% 6%Stockholm




Sweden: Capacity Plan Stockholm ESSO ACCYear 2011 2012 2013 2014

Gradual availability of additional controllers

DK/SE FAB Implementation

Eurocat platform (COOPANS) implementation

FRAS Phase 4 (including evolving

traffic above FL 285 South of 61 N)

Significant EventsMax sectors 10+3 10+3* 10+3* 10+3*




Measures Planned

*More sectors if required, depending on traffic, staff availability, and FAB initiatives.12-20 additional controllers p.a. in Sweden, optimum levels expected 2010-11DK/SE FAB implementation is provisionally planned in the timeframe 2010-2012, with the aim to increase efficiency and reduce costs for Air Navigation Services initially in Sweden and Denmark.


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Stockholm ACC is zero minutes per flight.


No problems are expected at Stockholm ACC.


112

SWITZERLAND GENEVA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 7% 12% 16% 21%

B 4% 7% 9% 13%

L -2% 0% 2% 4%Geneva




Switzerland: Capacity Plan Geneva LSAG ACCYear 2011 2012 2013 2014

ATFCM / DMEAN processes

Increased staff levels

Electronic Flight Data (EFD)Cross-qualification of controllers

(upper/lower)

FABEC - ATFCM / ASM

Mode S enhanced surveillance

Datalink CPDLC

Stripless HMI (new Lower – upgraded

Upper) FASTI-SYSCO

Significant EventsMax sectors 9 (6 + 3) 9 (6 + 3) 9 9

Capacity increase p.a. 2% / 5% 3% / 5% 2% / 5% 3% / 7%Reference profile 3% 4% 3% 3%


Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Geneva ACC is 0.4 minutes per flight for 2011 and 0.3 minutes per flight for 2012.


No significant problems are foreseen for Geneva ACC, provided that sufficient controllers are available to open optimum configurations.


113

SWITZERLAND ZURICH ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 8% 13% 17% 21%

B 4% 7% 11% 14%

L -2% 1% 3% 5%Zurich




Switzerland: Capacity Plan Zurich LSAZ ACCYear 2011 2012 2013 2014

Increased staff levelsATFCM / DMEAN

processesFABEC - ATFCM / ASM

New sectorisation Upper airspace

Mode S enhanced surveillance

Implementation of stripless system FASTI -SYSCO

Electronic Flight Data (EFD) Datalink CPDLCSignificant Events

Max sectors 10 10 10 10Capacity increase p.a. 5% - 12% 1% - 3% 5% - 7% 3% - 5%

Reference profile 5% 5% 4% 2%Additional information New sectorisation: beginning of June 2010

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Zurich ACC is 0.3 minutes per flight for 2011 and 0.4 minutes per flight for 2012.


No significant problems are foreseen for Zurich ACC, provided that sufficient controllers are available to open optimum configurations.


114

TURKEY ANKARA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 16% 27% 38% 48%

B 13% 21% 30% 39%

L 7% 15% 22% 29%Ankara 2011




Turkey: Capacity Plan Ankara LTAA ACCYear 2011 2012 2013 2014

ATS route structure development



A/G and G/G communications infrastructure improvements

Mode Sp

(replace current stations and add new sensors)

New Ankara ACC (Max 25 physical

sectors + 5 otpional) -Implementation of SMART system

Consolidation of operations with new

Ankara ACC

Revised upper airspace sectorisation (20 sectors + FL235) and reconfiguration of

ACC/APP with DFL 235 and 335)

Significant Events

Training for transition to SMART and new

Ankara ACC (all Turkish airspace

> FL 245)Max sectors 10-20* 20 22 25

Capacity increase p.a. N/A 10% 10% 10%Reference profile 164 flights/hr 9% 7% 6%


Measures planned

*Depending on staff relocation to AnkaraAfter 2011, Istanbul and Izmir will be APP up to 235. Enroute service will be under responsibility of Ankara ACC.


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Ankara ACC is zero minutes per flight.


No problems are foreseen for Ankara ACC.


115

TURKEY ISTANBUL APP

Traffic forecast


Turkey: Capacity Plan Istanbul LTBB ACC/APP

Year 2011 2012 2013 2014




Improved surveillance infrastructure (replace current stations and add new

sensors)

Implementation of SMART system

Additional controllers*

Transfer of airspace +FL235 to Ankara

ACCAdditional sectors for Istanbul APP below

FL235

Significant EventsTraining for transition to SMART and new

Ankara ACC

Max sectors 5 (below FL235) 5 (below FL235) 5 (below FL235) 5 (below FL235)

Additional information*Depending on staff relocation to AnkaraAfter 2011, Istanbul and Izmir will be APP up to 235. Enroute service will be under responsibility of Ankara ACC.

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Istanbul APP is zero minutes per flight.


No problems are foreseen for Istanbul APP.


116

TURKEY IZMIR APP

Traffic forecast


Turkey: Capacity Plan for Izmir LTBJ ACC/APP

Year 2011 2012 2013 2014




Improved surveillance infrastructure (replace current stations and add new

sensors)

Implementation of SMART system

Additional controllers*

Transfer of airspace +FL235 to Ankara

ACC

Significant EventsTraining for transition to SMART and new

Ankara ACC

Max sectors 5 (below FL235) 5 (below FL235) 5 (below FL235) 5 (below FL235)

Additional information*Depending on staff relocation to AnkaraAfter 2011, Istanbul and Izmir will be APP up to 235. Enroute service will be under responsibility of Ankara ACC.

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Izmir APP is zero minutes per flight.


No problems are foreseen for Izmir APP.


117

UKRAINE KHARKIV ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 12% 23% 33% 42%

B 9% 18% 25% 33%

L 4% 12% 17% 23%Kharkiv




Ukraine: Capacity Plan Kharkiv UKHV ACC

Year 2011 2012 2013 2014Measures planned

Max sectors 4 4 4 4

Capacity increase Sufficient capacity to meet expected demand

Reference profile 0% 0% 0% 0%Additional information Euro 2012


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Kharkiv ACC is zero minutes per flight.


No problems are foreseen for Kharkiv ACC.


118

UKRAINE KYIV ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 13% 24% 33% 43%

B 8% 18% 24% 31%

L 2% 11% 15% 21%Kyiv




Ukraine: Capacity Plan Kyiv UKBV ACCYear 2011 2012 2013 2014





Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Kyiv ACC is zero minutes per flight.


No problems are foreseen for Kyiv ACC.


119

UKRAINE L’VIV ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 12% 22% 30% 40%

B 8% 16% 22% 28%

L 1% 9% 13% 19%L'viv




Ukraine: Capacity Plan Lviv UKLV ACCYear 2011 2012 2013 2014





Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for L’viv ACC is zero minutes per flight.


No problems are foreseen for L’viv ACC.


120

UKRAINE ODESA ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 15% 27% 35% 49%

B 10% 19% 27% 35%

L 3% 13% 18% 24%Odesa




Ukraine: Capacity Plan Odesa UKOV ACCYear 2011 2012 2013 2014





Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Odesa ACC is zero minutes per flight.


No problems are foreseen for Odesa ACC.


121

UKRAINE SIMFEROPOL ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 14% 23% 31% 41%

B 10% 18% 24% 31%

L 4% 11% 16% 22%Simferopol




Ukraine: Capacity Plan Simferopol UKFV ACCYear 2011 2012 2013 2014





Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Simferopol ACC is zero minutes per flight.


No problems are foreseen for Simferopol ACC.


122

UNITED KINGDOM LONDON ACC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 5% 9% 13% 17%

B 2% 5% 8% 11%

L -2% 1% 2% 4%London ACC




UK: Capacity Plan London Enroute EGTT ACCYear 2011 2012 2013 2014

Traffic Management Improvements

Adaptation of sector configurations to demand

Flexible use of existing staff (incl.cross-sector training) more closely related to sector demand

Improved ATFCMComplexity reduction and improved traffic presentation between sectors / ANSPs

UK/Ireland FAB intiatives

iFACTS

DVR/LYD Sector development,

including closely spaced routes (PRNAV/RNP)

Upper sector development

Significant events Training for iFACTSSummer Olympic

GamesRugby League World

CupCommonwealth

GamesMax positions 26 26 26 26


Additional informationTraining for iFACTS: starting in Summer 2010 – No operational impact plannedFull operational deployment of iFACTS from April 2011

Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for London ACC is 0.3 minutes per flight.


Training for the new ATM system combined with increased demand on busy sectors during peak hours could lead to reduced configurations and higher than expected delays.


123

UNITED KINGDOM LONDON TC

Traffic forecast

ACC Growth 2011 2012 2013 2014

H 4% 9% 12% 16%

B 2% 5% 8% 10%

L -2% 1% 2% 5%London TC




UK: Capacity Plan London Terminal EGTT TCYear 2011 2012 2013 2014

Traffic Management Improvements

Adaptation of sector configurations to demand

Flexible use of existing staff

Improved ATFCM

Complexity reduction and improved traffic presentation between sectors / ANSPs

Electronic Flight Data (EFD)

TC North (main) Collaborative TMA developments

TC airspace program (phase 1)

Significant eventsSummer Olympic

GamesMax positions 17 17 17 17



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for London TC is 0.1 minutes per flight.


No significant problems are foreseen for London TC.


124

UNITED KINGDOM NEW PRESTWICK ACC

Traffic forecast New Prestwick (merge of Manchester & Scottish ACCs)

ACC Growth 2011 2012 2013 2014

H 4% 8% 11% 15%

B 1% 4% 6% 9%

L -2% 0% 1% 2%Prestwick




UK: Capacity Plan New Prestwick EGPX ACCYear 2011 2012 2013 2014

Traffic Management ImprovementsAdaptation of sector configurations to demand

Flexible use of existing staff Improved ATFCM

Complexity reduction and improved traffic presentation between sectors / ANSPs

UK/Ireland FAB intiatives

Electronic Flight Data (EFD)

Manchester TMA

MontroseUpper Sectors

Project

Significant eventsSummer Olympic

GamesRugby League

World CupCommonwealth

GamesMax sectors 23 23 23 23



Measures planned


Based on the current capacity plan and assuming baseline traffic growth, the enroute Summer delay forecast for Prestwick ACC is 0.1 minutes per flight for 2011 and 0.2 minutes per flight for 2012.


The integration of Manchester and Scottish into Prestwick ACC could result in reduced configurations during the training and implementation phases.


125



126

ANNEX 2 : AIRPORTS

This section presents information about each of the 28 airports identified as having a potential effect upon the network in terms of ATFCM delays. The following data is reported if available:

Airport location, IATA and ICAO airport code

Traffic and Forecasts:

Actual traffic development from 2005 and traffic forecast for departures and arrivals until 2014

IFR movements yearly

(source: EUROCONTROL PRISME database - Data: 2005-2009 CFMU EUROCONTROL Medium-Term Forecast, Flight Movements 2010-2016, February 2010, www.eurocontrol.int/statfor)

Declared Capacity

Maximum runway capacities for both, arrivals and departures, as well as the global capacity.

(source: Airport Unit - Airport database – info provided by the airports March 2010)

Planned Activities

Local Airport Capacity Enhancement Measures - Mid-/Long Term (1 to 15 years)

(source: Airport Unit - Airport database – info provided by the airports March 2010 / LSSIP documents)

Joint EUROCONTROL Projects:

Status of the implementation activities in support of DMEAN:

Airside Capacity Enhancement (ACE)

Analysis and Delay Reduction

Airport Collaborative Decision Making (A-CDM)

(source: Airport Unit – Airport database – info provided by the airports March 2010)

TMA / Approach & Changes foreseen in TMA


Changes foreseen in Traffic mix


Operational Contacts (Airport Operator / ANSP)



127

ALICANTE AIRPORT – ALC/ LEAL

1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 2.5% 4.4% 2.2% -7.9%

Base -4.0% 5.3% -0.3% -1.0% 3.7%

High -1.3% 5.6% 5.8% 0.5% 0.3%

Low -7.3% 2.8% -1.6% -2.1% 2.5%

2. DECLARED CAPACITY

Capacities for different runway configurations

Runway Config.: Max Arrivals : Max Departures: Global : Optimum

18 18 30

3. PLANNED ACTIVITIES:

Airport Capacity Enhancement Measures

Mid- / Long-Term (1 to 15 years) Benefits: On going / Planned:

There are no planned actions in Alicante airport for the

2010-2014 period with direct and positive foreseen effect

on capacity.

Implementation date(s):


128

Joint EUROCONTROL Projects

Airport Airside Capacity Enhancement (ACE) Implementation

Status: Not planned


Status: Not planned

Airport CDM Implementation

Local Airport CDM Implementation Status:

AENA / EUROCONTROL Joint Action Plan established. In line with the action plan Airport CDM will not commence

in Alicante before Palma or Madrid. No plan for the moment.

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity? Changes foreseen in TMA

5. TRAFFIC MIX

Changes foreseen in traffic mix?

6. OPERATIONAL CONTACTS

Airport Operator:

Elisa Callejo Tamayo

Jefa del Departamento de Area Terminal

Division de Operaciones

Direccion de Operaciones y Sistemas de Red - Aena

91 321 13 25

[email protected]

ANSP:

Jose Luis de la Calle

[email protected]

Head of ATFCM - AENA – Spain


129

AMSTERDAM AIRPORT – AMS/EHAM


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 4.7% 3.2% -1.7% -8.9%

Base 0.1% 2.0% 2.6% 1.9% 2.1%

High 2.2% 2.1% 3.5% 2.7% 2.8%

Low -2.5% 0.8% 1.8% 1.2% 1.4%




68 74 112

Additional Information:

More detailed information is available via the following link:

Capacity prognosis: ( http://cdm.klm.com). This webpage shows the Inbound and Outbound Capacity

Forecast at Amsterdam Airport Schiphol, produced by a forecast model that is based on:

. Technical runway availability Airport authority

. Meteo forecasts (KNMI)


130




Nothing reported Implementation date(s):


Airport Airside Capacity Enhancement (ACE) Implementation Status: The NL has implemented different ACE methods and practices than recommended in the Eurocontrol

ACE guidelines and implementation manual.

Analysis and Delay Reduction Status: Benefits:



Revised project organisation Q3 2009, New programme Manager appointed, MoU signed by AAS, LVNL and

KLM. Data-Exchange (DPI, FUM) is part of A-CDM project development.

Integration of Airports into the network (DPI, FUM) Status: Data-Exchange (DPI, FUM) is part of A-CDM project development

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity?

No

Changes foreseen in TMA

5. TRAFFIC MIX


KLM will stop operating FK50


Airport Operator:

M. Van der Meer - [email protected] - Physical Capacity advisor - +31 20 601 2907 ANSP:

Frank Dijkgraaf Manager Operations Support and Development- +31 204062802 - [email protected]


131

BARCELONA AIRPORT – BCN/ LEBL





04:00 - 04:59 18 30

22:30 - 03:59 24 24

05:00 - 20:29 36 36 64

20:30 - 22:29 26 22

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 6.2% 7.5% -8.8% -13.2%

Base -2.7% 2.0% 2.5% 2.0% 2.2%

High -0.2% 2.2% 4.1% 3.3% 3.5%

Low -6.0% -0.4% 1.5% 0.8% 0.9%


132




Not reported Implementation date(s):


Airport Airside Capacity Enhancement (ACE) Implementation Status:

ACE study started in 2009, with the first data collection taking place in September 2009. The study is ongoing, first

forums have already taken place in Feb 2010 and second data collection expected for September 2010.

Awareness leaflet in preparation.

Benefits:




Barcelona airport plans to implement of A-CDM (2011).

4. TMA / APPROACH


Yes


5. TRAFFIC MIX



Airport Operator:


91 321 13 25 [email protected] ANSP:

Jose Luis de la Calle [email protected] Head of ATFCM - AENA - Spain Gonzalo Alonso [email protected]


133

BRUSSELS AIRPORT – BRU/ EBBR


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 0.8% 3.9% -2.0% -10.8%

Base 0.2% 1.5% 2.7% 1.9% 2.1%

High 2.8% 1.9% 3.8% 2.8% 3.0%

Low -2.8% -0.0% 1.6% 0.9% 1.0%




48 44 74


These declared capacities are valid from 07.00LT till 22.59LT

The declared capacity between 06.00LT and 06.59LT is equal to 45 movements per hour

The capacity during nighttime (23.00LT till 05.59LT) is noise driven

Due to the partial night curfew there will be no more airport slots distributed with take-off times on the

following days & between the following hours (always LT):

Saturday between 01.00 & 05.59

Sunday between 00.00 & 05.59

Monday between 00.00 & 05.59


134



Mid / Long-Term (1 to 15 years)

On Going / Planned Implementation Date(s) Benefits

A-SMGCS level 2 2010-2011

Implement Airport Airside Capacity Planning

Method

2011-2013

Construction of two RETs 2014

Airport capacity

enhancement

2011-2014


Airport Airside Capacity Enhancement (ACE) Implementation Status: Benefits:

Analysis and Delay Reduction Status: Delay Analysis Meeting held in 2008.

Environmental issues incorporated into ACE Delay Analysis Report. Benefits:



Full implementation of Local Airport CDM, fine tuning of ACIS

Integration of Airports into the network (DPI, FUM)

Status: Brussels airport is linked to the ATM Network via DPI messages; the second airport to reach this goal after Munich in May 2007.

Operations run smoothly, only minor adaptations will be required without interrupting the flow of DPI messages.

4. TMA / APPROACH

Does TMA / Approach constrain airport

capacity?

Yes


Holds are not optimally situated, airspace (vectoring

area) differs significantly according to the rwy

configuration

5. TRAFFIC MIX


Yes. More long hauls expected


Airport Operator:

Kristoff De Winne ANSP:

Marc Matthys - Belgocontrol - Capacity, CDM & Punctuality - 0032-2-2062618


135

BUDAPEST AIRPORT – BUD/ LHBP 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 1.2% -1.7% -5.0% -6.6%

Base -1.7% 4.8% 5.3% 5.0% 4.7%

High 2.3% 5.3% 6.8% 6.1% 5.8%

Low -5.6% 3.5% 4.2% 3.9% 3.6%




All 26 No restrictions Y

Additional Information: The conditions which trigger a change of the active runway in use: When tailwind component of surface wind reaches or exceeds 5 knots, the runway direction shall be changed. Capacity has been determined for most environmental constrained configuration. The capacity is: 1.) A maximum arrival capacity 26/hour 2.) During weekends and public holidays, in case of use landing direction 13, due to environmental reason, arrival capacity is down to 22/hour.



Mid- / Long-Term (1 to 15 years)

On going / Planned Implement-ation Benefits

New RETs for RWY 13R 2014+ Increase arrival capacity

Terminal building expansion project at Budapest 05/2008 Terminal 2AB capacity increase up


136

Ferihegy Airport is in Progress - 12/2013

to 12 million PAX/year.

New Budapest TMA sectorizations are planned in vertical division

2010 (2010+) More efficient sectorisations

Construction of 8 new remote stands for Code C aircraft 2009

2011-2014 Expected delay reduction

Construction of new entry and exit taxiway to/from Apron 2;

2009 2010-2014 Expected delay reduction

Implementation of Apron Guide service on Apron 1 and Apron 2


Removing from marshallers from the start up and push back procedures


Modifying the layout of Terminal 2AB (SkyCourt) 2010 2011-2014 Expected delay reduction

Construction of Pier B connecting to terminal building B 2011 2012 – 2014 Expected delay

reduction Construction of Pier A connecting to terminal building A 2013 2014+ Expected delay reduction Cargo Facility implementation 2012 2013+ Redesign of Apron 1 to create two Code E stands 2010


Airport Airside Capacity Enhancement (ACE) Implementation Status/Benefits: Due to worldwide economic crisis impact, capacity enhancement measures have been postponed until further notice. No planning of large-scale expansions of airfield facilities. The actions recommended by the ACE group remain included in the master plan in their entirety. We still consider these recommendations as excellent approach to address capacity shortfalls that will (hopefully) occur in the medium term. The work in the ACE group helped us identifying the elements required for capacity enhancement and also understanding the benefits versus costs. Therefore all recommendations are still likely to be implemented at some point in time. If it comes to procedural questions many of the recommendations made by the ACE group have been implemented in the meantime and show very positive results.


Status: Final report


Local Airport CDM Implementation

Status: Airport CDM Implementation still on hold

4. TMA / APPROACH


No

Changes foreseen in TMA: New vertical

sectorisation

5. TRAFFIC MIX

Changes foreseen in traffic mix? No changes expected


Airport Operator:

Mr. Zoltan Ormandi - Budapest airport Pte Ltd- Head of division Airside Operations- [email protected]

ANSP: Mr. Peter Szaloky - Hungarocontrol Pte Ltd, Head of Aerodrome ATS -

[email protected]


137

COPENHAGEN AIRPORT – CPH/ EKCH


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual -3.8% -0.3% 2.6% -10.6%

Base 1.5% 0.9% 2.4% 1.5% 1.8%

High 3.9% 1.0% 3.4% 2.3% 2.6%

Low -1.4% -1.1% 1.5% 0.7% 1.0%




22L/R 48 48 83 Y

04L/R 48 48 83 Y

Additional Information: The capacity is determined tactical based on the weather conditions and runway configurations on the given day. Usually it is only changed when operating single runway or in bad weather. There is an option to use a crossing RWY 12/30 when the crosswind is too hard for the optimal configuration of either 04L/R or 22L/R.


Airport Capacity Enhancement Measures Mid- / Long-Term (1 to 15 years)

On going / Planned Implementation date(s) Benefits New Low Cost Carrier Terminal is under construction

2010 (2010+)


138



Analysis and Delay Reduction Status:

The present capacity matches very well with the demand. There is still spare capacity for a traffic increase.



Currently no joint A-CDM activity with EUROCONTROL, but there is a Local CDM between CPH, major airlines

using CPH and Supervisor Copenhagen ACC/TWR/APP. Twice a day a short briefing about what to expect takes

place. Benefits:

There is a good understanding of what to expect on the shift between all stakeholders

4. TMA / APPROACH


No


No

5. TRAFFIC MIX


No


Airport Operator:

Mr. Dan Meincke - Director of Operations, +45 32 31 33 33, [email protected]

ANSP:

Pernille Ladefoged - FMP Manager - Naviair - D: +45 3247 8239 M: +45 2023 7117, [email protected]


139

DUBLIN AIRPORT – DUB/ EIDW


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 5.4% 8.1% 0.7% -15.9%

Base -3.5% 5.2% 4.4% 3.6% 4.0%

High -0.7% 6.3% 7.0% 6.1% 6.9%

Low -6.7% 3.2% 2.4% 1.6% 2.0%




See below 28 per hour 31 per hour Total mvts 48 per hour

Additional Information: The airports declared capacity is for the main runway (rwy10/28) which handles 95% of traffic.




On going / Planned Implementation date(s)

Benefits

Overall actions will bring a capacity increase from 48 mvt/h to 55 as of 2011 and 70 mvt/h as of 2014. Planned improved runway capacity to use RWYs 28 & 34 for departing flights between 0630-0800L to commence Q2 2010

Q1 2010

Applicable only for departure-departure, reported reduction of 10% in taxi times for the early morning rotation.

Runway overlay and upgrades for RWY 10/28 for approx 10 month;

Q1 2011 Safety and necessary work


140

Level 2 A-SMGCS implementation; System upgrades preparation. DUB is planning to construct a parallel runway within the coming years. The runway was planned to be delivered in late 2012 but now will be deferred by several years.

To be confirmed ref current economic climate.

Yields significant extra runway capacity moving from a single runway operation to parallel runway system.

Re-organise SIDs and STARs; implementation of Departure Controller

implemented in 2009

2010+

Intersection departures; Reduced Departure intervals; Routes for VFR traffic and helicopters (to be introduced Q4 2010);

2010

2011+

Introduction of P-RNAV SIDs and STARs and introduction of Point-Merge system

2011 2011+

CAPAN study in progress April 2010

Expected increase in overall airspace capacity.


Airport Airside Capacity Enhancement (ACE) Implementation Status: Implementation of airside capacity enhancement method and best practices based on EUROCONTROL capacity and efficiency implementation manual ( 2009-2014) TMA 2012 phase 1 implemented May 2009. Phase 2 IAA-EUROCONTROL point merge project, implementation date set to Q1 2012. Major implementation simulation in 2010 at EUROCONTROL experimental control centre Paris. Benefits: Simulations have demonstrated capacity increase of +40% (2008+)



Local Airport CDM Implementation Status:CDM phase 1- A situational awareness (Advance surface radar display) module to be implemented at

DAA by year end 2010. The system is already implemented at the IAA and training has been completed. CDM project development continues.

Benefits:Enhanced safety, potential for increased low visibility operations, improve stakeholder information

flow

Integration of Airports into the network (DPI, FUM) Status: Expected by 2012

4. TMA / APPROACH


capacity? Yes


TMA 2012 phase 2, point merge project

5. TRAFFIC MIX


No significant changes expected in the next few years


Airport Operator: Kevin Conheady - Schedules Control Manager, DAA - e-mail: [email protected]

ANSP: Kevin McGRATH - ATC Operations Manager, IAA - [email protected]


141

FLORENCE AIRPORT – FLR/ LIRQ


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual -15.1% 27.9% 2.3% -15.6% Base -0.0% 1.7% 2.6% 2.4% 2.5% High 2.1% 2.6% 4.5% 3.6% 3.6% Low -1.7% -0.0% 0.9% 1.1% 1.3%




10 Not available 15



Benefits: Increasing of arrival and departure capacity.

On going / Planned: New project for new Runway and new Manoeuvring area.


Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation

Status: Benefits:


Punctuality and Delay Analysis monitored in cooperation with Airport Operator and ENAV ATFCM coordination

Area. Benefits:


142


Local Airport CDM Implementation Status: Benefits:

4. TMA / APPROACH


Yes


5. TRAFFIC MIX


No


Airport Operator:

AdF Luca ERMINI [email protected] Tel +39 055 3061771 ANSP:

ENAV SpA Aldo Daniele CRISAFULLI [email protected]

Tel +39 055 3372434

Maurizio Paggetti

ENAV SpA

Airport Operation Manager

[email protected]

Debora Palombi

ENAV SpA

ATFCM Performance

[email protected]

Corrado Fantini

ENAV SpA

ATM Performance Dept. Manager

[email protected]


143

FRANKFURT AIRPORT – FRA/ EDDF 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual -1.4% 0.6% -1.4% -4.6%

Base 1.3% 3.2% 3.3% 2.7% 3.0%

High 3.3% 3.1% 4.7% 3.8% 4.0%

Low -1.4% 2.1% 2.2% 1.8% 2.0%




41-44 43-52 75-84

Additional Information: Main operational runway configuration is Runway 25 and 18 (only Departures). If runway in use is changed to direction 07 the capacity value remains unchanged as long as wind situation allows using Runway 18 for departures. For maximum traffic flow, RWY18 (only available for departures) is generally assigned to departures to the W, SW, S and SE. (if tailwind component is fewer then 15kts).


On going / Planned Implementation

date(s) Benefits

S and R at eastern apron, connect with TWY F 30 Oct. 2011 TWYs at the new RWY 30 Oct. 2011 S and R between RWY18 and GAT W parallel RWY18 High Speed Turnoff RWY25L; S3

2012

Link of the parts of S and R

New

TWYs

High Speed Turnoff RWY25L; S2, S4, S5, S6 2015

Increase of declared hourly global capacity through several steps to 126. At implementation of


144

New

RWY

4th RWY, only certified for landings 30 Oct. 2011

Enlargement of Terminal 1 2011/2012 New parking positions at future Terminal 3 (called Apron G)

30 Nov. 2011

Enlargement Apron G and Cargo Apron 2015 Finishing Apron G around construction site for Terminal 3

2017

Terminal

New Terminal 3 2017 (plans not yet published – scheduled beginning of construction 2015)

the new RWY we expect a global capacity of 90 that will be expanded.



Analysis and Delay Reduction Status: Delay analysis has been undertaken and a report summarising the delay issues for Frankfurt has been

sent to DFS and FRAPORT.


Local Airport CDM Implementation Status: FRA aims at developing and implementing a corporate Airport Collaborative Decision Making at

Frankfurt Airport in accordance with European standards. The project started officially at August 2008 and the first phase (GAP analysis) is finished. Airport CDM for Frankfurt Airport is developed, system functional requirements are defined. Next steps will be system adaption by different trial periods.

Benefits:Optimized use of available resources and infrastructure. Connection to the European ATM. Generation of an optimized Pre-Departure Sequence. Consideration of Airline needs and wishes .

Integration of Airports into the network (DPI, FUM) Status: Data-Exchange (DPI, FUM) is part of A-CDM project development. Trials are planned for Q4 2010.

Plan to be operational by June 2011.

4. TMA / APPROACH


Yes


5. TRAFFIC MIX



Airport Operator:

Mr. S. Mauel ([email protected]);

Alexandra Weil-Tziannis (Capacity Planner-+ 49 (69) 9573 [email protected]) ANSP:

Mr. Kurt Oschlies ([email protected])

Michael Schwaderer ([email protected]) - +49 (0) 6103 707 1574


145

GENEVA AIRPORT – / LSGG 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual 4.3% 9.2% 1.7% -8.0% Base 1.6% 3.1% 3.0% 2.6% 2.6% High 4.5% 3.8% 4.0% 3.0% 3.2% Low -1.7% 1.8% 2.2% 2.0% 2.0%




05 25 40

23 25 40 Y





date(s) Benefits

Several modelling studies planned for the second half of 2010 and 2011 in the following working areas: The ACE recommendation to improve lighting to allow usage of holding-bays bypasses during the night (RWY 05 and RWY 23).

Construction of a new TWY with the objective to de-conflict taxiing arriving aircraft vacating and departing traffic taxing out.

Constructions of at least one RET, maximum two for RWY 05.

To be studied in the airport master plan 2016 – 2025.

Delays reduction Runway and tarmac capacity increase


146

Taxiway system improvements Infrastructure refinement of the taxiway D (removal of a grass-triangle zone and redefinition of taxi-lanes in the area of taxiway)

Better usage of the rapid exit taxiway D as well as decrease of runway occupancy time. Runway capacity gain to be assessed.

Holding bay enlargement. Enlarge the holding bay Z for General Aviation traffic.

Improvement of the actual complexity for aircraft crossing in the holding bay Z after vacating or before entering the runway.

Multiple line-up zones to be studied To be studied in the airport master plan 2016 – 2025

Delays reduction Runway and tarmac capacity increase


Airport Airside Capacity Enhancement (ACE) Implementation Status: Implementation of operational improvements in the area of holding base configurations and Rolling take-off procedures.Airline operators have determined the usage of TWY D as the preferred exit in their operational procedures. On-going increase of TWR and APP staffing. Benefits: Realised : - Aircrews awareness Targeted :- Delays reduction / - Runway and tarmac capacity increase

Analysis and Delay Reduction Status: Airline Operators to adapt their rotation philosophy to enhance efficiency and reduce delays.



Status:Re-launch of CDM project in June 2010 to complete local CDM processes

4. TMA / APPROACH


capacity?

Yes


Discussions are ongoing :

- Lack of space and terrain constraint in the vicinity of

Chamberry airport

- VFR activities (including gliders and parachute jumping)

Point merge project to be studied in 2011

5. TRAFFIC MIX

Changes foreseen in traffic mix? N/A


Airport Operator: Frannçois Duret - [email protected]

ANSP: Pascal Hochstrasser – [email protected]


147

IRAKLION AIRPORT – HER/ LGIR 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual 12.2% 5.3% -1.3% -0.0% Base 1.4% 2.0% 2.3% 2.7% 4.3% High 4.8% 2.9% 4.1% 3.8% 5.4% Low -2.1% 0.1% 0.7% 1.6% 3.2%




10 12 22

Additional Information: In Coordination with ATH/MAK FMP depending on personnel availability on each shift and on days with high demand max arrivals capacity can be increased up to 12 acft/h





Benefits

Daytime use of 4 new Long-term parking stands (L1-L4) to relieve congestion at the main apron. Floodlights will extend use on a 24h basis.

2009

HCAA will implement On-line Data Inter-exchange for silent coordination between Heraklion and Athens ACC

August 2010

(2010+)Small capacity increase

A stand allocation information system is on the planning stage by HCAA

By the end of 2010

Better coordination between apron and tower minimization of the taxiing-in aircraft waiting time.


148



Action plan established.

Implementation of recommendations:

a) Recruitment of ten controllers that are on their initial stage of training

b) The Cute system has been implemented, and it is evaluated (improved landside operations management) Benefits: (2010+) Significant capacity increase; expected to reduce check-in times and to help for a better passenger management within the terminal area.

Analysis and Delay Reduction Status: Delay reduction plan in progress Benefits:



Airport CDM Gap Analysis completed and all recommendations accepted. Implementation continues. Benefits:

Integration of Airports into the network (DPI, FUM) Status: No plans

4. TMA / APPROACH


capacity?

No

Changes foreseen in TMA: TMA is extended to the east

to include SID's STAR'S for LGST (SITIA) airport

5. TRAFFIC MIX

Changes foreseen in traffic mix? No


Airport Operator:

Christos PSARADAKIS

[email protected]; (Airport manager Heraklion)

ANSP: Evangelos Grigorakis - [email protected] (HCAA contact)


149

ISTANBUL AIRPORT – IST/ LTBA 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 10.1% 8.2% 5.7% 4.0%

Base 7.8% 5.7% 8.3% 7.8% 6.5%

High 9.7% 6.3% 10.4% 9.4%

Low 5.2% 4.2% 6.8% 6.5% 6.6%




24 24 40

Additional Information: Except the configuration 06A36D, all runway configurations adversely affect the capacity at LTBA. Configuration 24A18D involves two converging runways which have to be treated as single runway. The other configurations, 36L-36R and 18L-18R, can not be operated according to the parallel runway operation rules, due to the fact that their centerlines are in close proximity, being 210 meters. They also are operated separately but treated according to single runway operation rules.



Mid- / Long-Term (1 to 15 years) On going / Planned Implementation

date(s) Benefits

New runway 2012-2014 Two RETs 2010+

2010-2015 Positive impact on

declared capacity (from 40 to 46 movements)

The SMART (Systematic Modernization of ATM Resources in Turkey) project involves construction of new ATC units and a centralized ACC in Ankara.

planned to be completed 2011


150

Installation of the Surface Movement Guidance and Control System (ASMGCS)

planned to be completed May

2010

The studies for installation of AMAN are ongoing.


Airport Airside Capacity Enhancement (ACE) Implementation Status: Following 3rd Steering Group meeting, Istanbul Ataturk Airport Capacity enhancement Studies Final Report was completed and agreed on April 09. Signed. Benefits:


Delay Analysis performed as part of ACE exercise 13/03/2008. Controller training planned with DFS in 2010/2011. Benefits:



CDM Gap Analysis Project at LTBA was completed with the meeting held on February, 2009. The

implementation of A-CDM at LTBA was officially launched by DHMI on April 2009, in close collaboration

with EUROCONTROL.

4. TMA / APPROACH

Does TMA / Approach

constrain airport

capacity?

Yes


There is an ongoing TMA Analysis Study at Ataturk Airport in collaboration with EUROCONTROL. This study will make us able to detect the exact relationship between TMA and airport capacity. After establishing the RNAV routes, Istanbul TMA will be restructured both vertically and horizontally, to keep traffic densities at manageable levels.

5. TRAFFIC MIX

Changes foreseen in traffic mix? Not expected for the near future.


Airport Operator:

Mr. Kemal UNLU - General Manager -TAV Istanbul (International & Domestic Terminal)-

[email protected] ANSP:

Mr. Olcay Kilicoglu - Deputy Chief Manager DHMI - olcaykilicoglu@gmail

Kagan Ertas - (Air Traffic Controller - DHMI HQ) [email protected]

Mustafa KIVRAK - ATC Manager - [email protected]


151

LONDON HEATHROW AIRPORT – LHR/ EGLL 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual -0.2% 0.9% -0.6% -2.5%

Base -0.9% 2.7% 1.0% 0.0% -0.0%

High 0.9% 1.9% 0.0% 0.0% -0.0%

Low -2.6% 2.3% 2.4% 0.8% -0.0%




44 44 88




On going / Planned: Government has given the go ahead for BAA to begin the planning application process for a third runway at Heathrow. Opportunities to increase the resilience (as opposed to the capacity) of the Heathrow operation continue to be explored. As a result of a British Government white paper in Jan 2009 the restriction on using 09L as the departure runway has been lifted (with the aim of sharing noise alleviation within the local community more equitably). However the existing departures capacity of that runway is not sufficient to meet demand so full easterly alternation has not been implemented. Planning is now underway to increase departures capacity on 09L and arrivals capacity on 09R to enable a 09L departures operation to be mounted. Current planning estimates indicate this will not be before 2013. Whilst this delivers an alternative operational configuration on easterlies it does not increase capacity. A raft of longer term initiatives are being explored with a view to delivery in this timeframe (including time based separation, EORA, CROP's / CREDOS, CDM, tactically enhanced departures of the arrival runway, influence of the schedule, routing bias etc)


152




Flight operational performance is monitored on an ongoing basis by HAL / NATS. There is an ongoing focus to better understand the root causes of delay at Heathrow and then implement improvement actions as appropriate. Performance improvements could be seen but these need to be taken within the context of the capacity limit at Heathrow referred to above. (Coordination with EUROCONTROL in progress) Benefits:



The arrivals element of CDM has been implemented during 2009. Current activity is focussing on training and the particular need to enter accurate TOBT's as a necessary precursor to the next phase. The departures element will subsequently be implemented during 2010 with operational benefits being delivered once embedded Integration into the network (DPI/FUM): as above

4. TMA / APPROACH


Yes


TMA / Approach can constrain capacity as the geographical position of LHR has the potential to generate routing bias delay (either TMA or en route)

5. TRAFFIC MIX

Changes foreseen in traffic mix? Currently a small increase in Super Heavies (A380) with a corresponding drop in Mediums. The economic downturn has lead to a small change in traffic mix due to consolidation and an increase in the use of LHR by GA traffic. However any subsequent recovery may see a reverse of this.


Airport Operator:

Colin Wood - Airside Operations Director - Tel: 0208 745 2089 - [email protected]

Pete Leeming - BAA - Airside Assurance Manager 07919 057022 - [email protected] ANSP:

Jon Proudlove General Manager Air Traffic services (NATS) Tel: 02087502600 - [email protected]


153

LISBON AIRPORT – LIS/ LPPT


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 6.2% 5.3% 0.4% -5.8%

Base 2.9% 1.7% 3.2% 2.5% -0.1%

High 5.2% 2.2% 4.7% 3.6% 3.8%

Low -0.0% 0.4% 2.0% -1.2% -1.2%



Mid- / Long-Term (1 to 15 years) On going / Planned:

In 2006 ANA started the project “Lisbon Airport Expansion Plan” that aims at enhancing the punctuality and airport capacity (40 movements per hour in 2011). The project will be concluded in 2011 and aims at meeting short and medium-term forecast traffic growth.

Planned airport infrastructural and/or operational procedure changes (until 2013);

Re-development of 2 taxiways;

CAT II/III Operations on RWY 03.


154



Recently 14 new stands (2 new aprons and 1 renewed) have been made available;

Construction of 3 new taxi-ways;

Construction of 1 run-up apron;

Reduction of final approach spacing. Benefits:

Better Runway Occupancy Time Awareness;

Better knowledge of the other partners concerns (ATC, Airport, Pilots).




A-CDM system development trial planned Q1 2010. Enhanced NAV & ANA systems interface with CDM

functionalities completed 2009.

Note: Limited information is available as Lisbon Airport is not yet participating in the EUROCONTROL airport

information reporting process.


155

MADRID AIRPORT – MAD/ LEMD


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 4.4% 11.1% -2.8% -7.4%

Base 0.9% 1.4% 0.7% 1.8% 1.8%

High 2.8% 2.0% 3.2% 1.7% 3.4%

Low -1.8% -0.7% -0.4% -0.2% -0.3%




22:00 - 03:59 20 20 38

04:00 - 04:59 17 29

05:00 - 20:59 48 50

21:00 - 21:59 28 20




On going / Planned Implementation date(s) Benefits

Implementation of A-SMGCS level 1 (2010)

2010

A-CDM 2012

The quantitative impact on declared capacity of these actions has not been assessed for the moment.


156



Status: Initial agreed plan for study not progressed due to local constraints.


Status: Initial agreed plan for study not progressed due to local constraints.



Status:

No CDM developments during 2009/2010.

4. TMA / APPROACH


Yes


5. TRAFFIC MIX



Airport Operator:


91 321 13 25 [email protected] ANSP:


[email protected]

Head of ATFCM - AENA - Spain

Pedro Perez de los Cobos - Madrid FMP Manager - +34 916785077 - [email protected]


157

MILAN LINATE AIRPORT – LIN/ LIML


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 6.4% 2.4% -4.2% -5.6%

Base -0.5% 0.6% 3.7% 3.6% 3.5%

High 1.4% 1.8% 5.6% 4.7% 4.7%

Low -2.3% -1.2% 1.8% 2.2% 2.4%




RWY 36 20 20 34

RWY 18 12 12 24


Best configuration RWY 36 for arrivals and departures followed by : RWY 18 for arrivals and departures which is the most penalising configuration due to Non-Precision Approach



Mid- / Long-Term (1 to 15 years) Benefits: On going / Planned: None Implementation date(s):


158


Airport Airside Capacity Enhancement (ACE) Implementation Status: None

Analysis and Delay Reduction Status: None


Local Airport CDM Implementation Status: None

4. TMA / APPROACH


capacity?

Yes


It has been foreseen a revision of approach sector and a revision of SIDs&STARs E.g. TMA/approach structure improvements, additional approach sectors, segregation arrival/departure)

5. TRAFFIC MIX


No


Airport Operator:

SEA spa - PH Area di Movimento

Mauro Zanini

02-74853905 ANSP:

Claudio Biagiola Milano Linate ATS Manager

[email protected]

Maurizio Paggetti - ENAV SpA

Airport Operation Dept. Manager

[email protected]

Debora Palombi - ENAV SpA

ATFCM Performance

[email protected]

Corrado Fantini - ENAV SpA


[email protected]


159

MILAN MALPENSA AIRPORT – MXP/ LIMC


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 8.6% 6.6% -18.7% -13.9%

Base 0.7% 1.2% 3.4% 3.0% 3.2%

High 3.1% 1.9% 5.0% 4.2% 4.4%

Low -1.1% -0.6% 2.0% 1.8% 2.0%




40 40 70

Additional Information: Declared capacity is : 40 DEP + 30 ARR or 40 ARR + 30 DEP maximum Best configurations are: RWY 35R mixed mode and RWY 35L for landing or RWY 35R for landing and RWY 35L for departures In case of departure peak, departure hourly capacity may be exceeded. According noise abatement scheme two moments in the day (two hours long, 0930/1130 l.t. and 2030/2230 l.t.) are available with following scenario: RWY 35R mixed mode and RWY 35L for departure According the actual traffic sample (2010) this scenario is not in use due to lack of demand. Most penalising configuration is 17L ARR and 17R DEP (regulations applied 15x60 ARR; no for DEP)


160





Third Parallel Runway 2014/2015 Increasing of arrival capacity

Cargo Area Apron extension Spring 2011 More stands for Heavy Aircraft

New design for North Apron Summer 2010 to Summer 2011 Better stand allocation in North Apron


Airport Airside Capacity Enhancement (ACE) Implementation Status: The project has been put on hold. No data collection so far. Intention to keep the ACE project alive in

preparation of future traffic grows.

Analysis and Delay Reduction Status: Complete. Punctuality is daily monitored, in cooperation with Airport Operator.

Malpensa has a member in DRTF (Delay Reduction Task Force) in cooperation with AOT and supports ATMAP project by PRC.



Gap Analysis completed and recommendations accepted. Implementation continues with participation at last coordination group. Project will start in 2010 to develop a software (cooperation Airport Operator, ANSP and Industry).

Integration of Airports into the network (DPI, FUM) Status: Not planned

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity? No

Changes foreseen in TMA: A study regarding the review of STARs and approach procedures is in progress, for an improvement in LIMC arrivals capacity.

5. TRAFFIC MIX



Airport Operator:

Ing.Stefano Zocco [email protected] ANSP:

Maurizio Salvestrini - Malpensa Head of ATS - +39 (0) 258579400 - [email protected]

Matteo Ergotti -Malpensa Training Manager - +39 2 58579406 - [email protected]

Maurizio Paggetti - ENAV SpA - Airport Operation Dept. Manager - [email protected]

Debora Palombi - ENAV SpA -ATFCM Performance - [email protected]

Corrado Fantini - ENAV SpA - ATM Performance Dept. Manager - [email protected]


161

MUNICH AIRPORT – MUC/ EDDM


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual 3.0% 5.2% 0.2% -8.3% Base -0.6% 2.1% 2.8% 2.1% 2.3% High 1.8% 2.5% 4.1% 3.1% 3.3% Low -3.3% 0.8% 1.6% 1.2% 1.3%




58 58 90

Additional Information: For maximum traffic flow, RWY26R/08L is generally assigned to departures into NW, N, NE directions and arrivals from ROKIL/LANDU. RWY26L/08R is generally assigned to departure into SW, S, SE directions and arrivals from NAPSA/BETOS



On going / Planned Implementation date(s) Benefits A-SMGCS implemented implemented (2010+) AMAN implementation finished system in operational use.

implemented (2010+) Optimisation of arrival traffic flow

Construction of 3rd runway estimated 2013 pending legal

approval and court proceedings Incremental capacity increase to about 120 mvts / hr


162



Procedures equivalent to the ACE have been implemented for years already. Benefits:

Analysis and Delay Reduction Status: Locally: regular coordinated delay reduction efforts by all stakeholders on a strategic and tactical level, close feedback loops by performance monitoring system and KPI derived from A-CDM. Benefits: Close co-operation and mutual understanding, short- and mid-term definition of operational measures to enhance efficiency and reduce delays (before the problems arise)



Fully implemented and fully operational from 7th June 2007 including DPI exchange.

Integration of Airports into the network (DPI, FUM)

Status: Fully operational. Continued finer tuning of message transmission

4. TMA / APPROACH


Yes


5. TRAFFIC MIX


No significant changes


Airport Operator:

Christoph Schneider ([email protected] - Masterplanning department, Munich airport) ANSP:

Kurt Oschlies ([email protected]) +49-61037071047

Michael Schwaderer ([email protected]) - +49 (0) 6103 707 1574


163

PALMA MALLORCA AIRPORT – PMI/ LEPA 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 4.3% 3.7% -2.1% -8.2%

Base -1.6% 4.4% 2.7% 2.4% 2.6%

High 1.1% 4.4% 4.2% 3.7% 4.0%

Low -5.2% 2.0% 1.4% 1.4% 1.5%




32 33 60



Mid- / Long-Term (1 to 15 years) Benefits:

Capacity increase in LVC is expected 2010+. The quantitative impact on declared capacity of this action has not been assessed for the moment.

On going / Planned:

Main actions planned in Palma de Mallorca airport for the 2010-2014 period with positive effect on capacity are implementation of A-SMGCS level 1.


2010


164



Initial agreed plan for study not progressed due to local constraints.


Initial agreed plan for study not progressed due to local constraints.



No CDM developments for the moment.

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity? Yes Changes foreseen in TMA

5. TRAFFIC MIX



Airport Operator:


Jefa del Departamento de Area Terminal

Division de Operaciones

Direccion de Operaciones y Sistemas de Red - Aena

91 321 13 25

[email protected] ANSP:


[email protected]

Head of ATFCM - AENA - Spain


165

PARIS CHARLES DE GAULLE AIRPORT – CDG/ LFPG 1. TRAFFIC AND FORECAST





62 (scheduled) 66 (scheduled) 114 (scheduled)

Additional Information: Normal ATFCM arrival declared capacity: 69 Current achieved arrival peak:77 Current achieved departure peak: 79 Current achieved global peak:141





date(s)

Benefits

Improvement of taxiway network serving RWY

08L,

Increased efficiency in RWY 08L

departure sequences

management.

Increased number of de-icing bays close to

RWY 08L

between 2011 and

2013

Improvement of de-icing capacity

in east flow


166

WIDAO (Wake Vortex Independent Departure

and Arrival Operations on CSPRs) study in

progress leading to a step by step relaxation

of WV constraints between departure inner

RWYs and arrival outer RWYs

2010 (2010+)

Global improvement of arrival traffic

management

2010-2011

4. TMA / APPROACH


No


5. TRAFFIC MIX



Airport Operator:

Mr. A.Corniglion ([email protected]) Ms. Christine Guichard ([email protected])

ANSP: Mr. Jean Jezequel([email protected]) Mr.B.Ducellier ([email protected])






Airport CDM implementation continues. Pre-departure sequence will be operational in Q1 2010 followed

by DPI trials with CFMU.

Integration of Airports into the network (DPI, FUM) Status: trials planned Q4 2010. Plan to be operational by Winter 2011.


167

PRAGUE AIRPORT – PRG/ LKPR






All 3 ARR / 5 min. and 33 ARR / 60 min.

3 DEP / 5 min. and 33 DEP / 60 min.33

46 MVT / 60 min

Additional Information: Slot co-ordination criteria: - Max. 3 ARR / 5min. and 33 ARR / 60 min. - Max. 3 DEP / 5min. and 33 DEP / 60 min. Global (TMA + RWY): 46 MVT / 60 min.





Benefits

Two additional Rapid Exit Taxiways for RWY 06/24 2011-2014 Declared capacity +2 MVT/h (total 48 MVT/h).

The construction of an additional runway is expected to start in the period 2013-2014 such that demand can be accommodated as from 2014-2015.

2015+ Declared capacity up to 75 MVT/h.


168

Joint EUROCONTROL Projects Airport Airside Capacity Enhancement (ACE) Implementation

Status/Benefits: ACE activities completed (final report). Benefits: The airport managed to raise its declared capacity form 42 MVT in 2007 to 46 MVT in 2009 and will further increase declared capacity to 48 MVT in 2011 following which delay reduction should be expected as of 2010+.

Analysis and Delay Reduction Status: Delay analysis completed. Delay Reduction Task Force - activity in progress. Benefits:

Airport CDM Implementation Local Airport CDM Implementation

Status: CDM implementation Project in progress. Data collection - Phase I -implemented June 2009; TOBT procedure implemented 2009; TSAT procedure planned 03/2010; Benefits: Efficiency of airport OPS, delay reduction.

Integration of Airports into the network (DPI, FUM) Status: DPI operational trials are ongoing. DPI deployment is expected by June 2011

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity? No Changes foreseen in TMA

5. TRAFFIC MIX


Please, refer to NOP Summer 2010 for details on current traffic mix (aircraft types).


Airport Operator:

Libor Kurzweil - [email protected], +420 220 112 645, Airport Engineer

Deputy Manager Airport Operations Strategy ANSP:

Zdenek Nohava - [email protected], Deputy Director ANS Planning and Development Division;

Ladislav Cermak - [email protected]

ANS expert-ANS Planning and Development Div.


169

ROME FIUMICINO AIRPORT – FCO/ LIRF


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual 2.4% 6.1% 3.5% -6.4% Base 0.4% -0.1% 3.6% 3.2% 3.4% High 2.3% 0.9% 5.4% 4.6% 4.8% Low -1.2% -1.7% 2.0% 1.9% 2.0%




54 60 90

Additional Information: Best configuration 16L16R for ARR, 25 for DEP and 34L/34R for ARR DEP 25. Parallel use of 16L for ARR and 16R both for ARR & DEP. 34L for DEP/ARR and 34R for ARR. Most penalising configuration is the use of 25 as the main RWY for ARR & DEP (Regulations applied about 22x60 arr; 22x60dep)





New Terminal "C" end of work expected in 2011 New RWY expected in 2013

expected in 2013. Not reported


170



Status: ACE implementation completed. Repositioning of runway 34L threshold is currently under way as recommended in the ACE Action plan. Runway 16L is considered as the best candidate for a separation reduction down to 2.5 NM. The installation of a dedicated system to allow the exchange of data between ADR and ENAV is being considered as part of the recommendations related to stand allocation. One standard taxi-routing is currently used, more are being considered.

Analysis and Delay Reduction Status: Completed



Status: Airport CDM Gap Analysis completed and recommendations accepted. MoU under development. Still waiting for confirmation to whether ENAV or ADR will lead project. Delay in commencing project considering the economic situation of the main Aircraft Operator.

4. TMA / APPROACH


5. TRAFFIC MIX



Airport Operator:

Elia Pistola - [email protected] ANSP:

Giovanni Giarratano - ENAV SpA Fiumicino Airport ATM Manager - [email protected] +390665650200

Arianna Santacroce - NOP Focal Point Fiumicino Airport [email protected]

Maurizio Paggetti -ENAV SpA - Airport Operation Dept. Manager - [email protected]

Debora Palombi -ENAV SpA - ATFCM Performance - [email protected]

Corrado Fantini -ENAV SpA - ATM Performance Dept. Manager [email protected]


171

THESSALONIKI AIRPORT – SKG/ LGTS


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 1.3% 6.2% -4.4% 4.8%

Base 0.2% 1.8% 2.4% 2.8% 4.3%

High 2.8% 2.7% 4.2% 4.0% 5.5%

Low -2.7% -0.1% 0.8% 1.7% 3.2%

Note: Limited information is available as Thessaloniki Airport is not yet participating in the EUROCONTROL airport

information reporting process.


172



173

VALENCIA AIRPORT – VLC/ LEVC


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Actual 4.2% 12.5% -3.4% -17.4%

Base -4.8% -2.0% -6.4% 2.5% 2.5%

High -0.7% 2.4% -4.5% -6.2% 3.9%

Low -9.2% -5.6% -8.1% 1.6% 1.4%




20 20 34




Release of additional apron capacity Q3 2010+ New terminal building Start May 2010 Construction of a new RET 2012 Construction of new taxiway 2012 Redesign of 2 existing taxiways

Not reported


174



Implementation of operational improvements in the area of taxiing-out, rolling take-off procedures and adherence to speed control. Recommendations taken up in the airport master plan (Plan Levante) -Recommendation: GA will be repositioned to the South apron. Estimated data 2011 -Effect: On May 2010 start of the works to enlarge the South apron; during 2011 GA will be repositioned. Stand capacity in the main North apron will cease being a restriction. Benefits:

Distribution of the awareness leaflet; Increase of the predictability of operations; Decrease of RWY occupacy time; Creation of local ACE Team



Local Airport CDM Implementation Status: Not Planned

Integration of Airports into the network (DPI, FUM) Status: Not Planned

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity? No Changes foreseen in TMA

5. TRAFFIC MIX



Airport Operator:

Jose Luis de la Calle - [email protected] - Head of ATFCM - AENA - Spain

Elisa Callejo Tamayo - 91 321 13 25 [email protected] ANSP:

Jose Luis de la Calle - [email protected] - Head of ATFCM - AENA - Spain

Valencia Tower - Mauro Aramburu ([email protected])


175

VENEZIA AIRPORT – VCE/ LIPZ






04R mixed mode 16 30 Y

22L mixed mode 8

04L mixed mode 9

22R mixed mode 8






176


Airport Airside Capacity Enhancement (ACE) Implementation Status: None

Analysis and Delay Reduction Status: None


Local Airport CDM Implementation Status: None

4. TMA / APPROACH


5. TRAFFIC MIX

Changes foreseen in traffic mix? None


Airport Operator:

SAVE S.p.A. / Rocchetto Francesco - [email protected] +390412606400 ANSP:

ENAV S.p.A.

Massimo Maniccia Director ([email protected])

Antonio Prete: Operations Manager/Deputy Director ([email protected])

Maurizio Paggetti

ENAV SpA

Airport Operation Dept. Manager

[email protected]

Debora Palombi

ENAV SpA

ATFCM Performance

[email protected]

Corrado Fantini

ENAV SpA


[email protected]


177

VIENNA AIRPORT – VIE/ LOWW


Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual 3.1% 7.7% 4.4% -10.0% Base 2.1% 2.8% 3.5% 2.7% 2.9% High 4.6% 3.2% 5.1% 3.8% 4.0% Low -0.7% 1.4% 2.1% 1.6% 1.8%




48 48 66

Additional Information: Single RWY: ARR 25/60, Two RWY configuration: ARR 40/60 RWY 16/11 simultaneously: ARR 48+ /60




Re- evaluation of AMAN landing time prediction 2010+

Improvement of Airside Capacity in Vienna due to better resource allocation through enhanced arrival prediction

Evaluation of actual TMA capacity through Eurocontrol CAPAN-TMA study (ongoing)

2010+ Better knowledge of actual capacity, better resource allocation


178

Redesign of AMAN functionality; Introduction of Departure Sequencing Tools

2014 Reduction of TMA bottlenecks (2014+)


Airport Airside Capacity Enhancement (ACE) Implementation Status: Next full ACE study planned for autumn 2010.

Analysis and Delay Reduction Status: Delay Analysis will be performed as a part of ACE. Tool- Assisted Optimization of Rostering Scheme

Benefits: Better knowledge of actual capacity, better resource allocation


Local Airport CDM Implementation Status: Gap Analysis completed and recommendations accepted. The Airport CDM Project kicked off officially on 22/01/2008.

Implementation continues - First phase being the Concept Paper (part of local PMP) approved.

Benefits: Improved resource management, improved punctuality records, shorter system recovery times in case of adverse weather or other disruptions.

Integration of Airports into the network (DPI, FUM) Status: planned for Q2 2012

4. TMA / APPROACH

Does TMA / Approach constrain airport capacity? Yes

Changes foreseen in TMA: TMA structure dependant on the very close vicinity to the FIR border and to adjacent units; Capacity constraints due to environmental obligations with regard to RWY usage plan and SID routeings; Enhanced DEP spacing.

5. TRAFFIC MIX

Changes foreseen in traffic mix? Restructuring of Hub-Carrier may cause change in Prop/Jet Mixture. LCC

share decreased due to bankruptcy of one carrier


Airport Operator:

Anton Pfeffer- Aviation Infrastructure Development - Vienna Intenational Airport - [email protected]

Dariusz Graniczkowski- Aviation Infrastructure Development - Vienna International Airport -

[email protected]

ANSP: Daniel Schaad - Austrocontrol GmbH Air Traffic Management / Expert Operational Performance -

[email protected]


179

WARSAW AIRPORT – WAW/ EPWA 1. TRAFFIC AND FORECAST





RWY 11 & RWY 15 24 36

RWY 29 & RWY 33 24 36

Additional Information: There are no delays and capacity change for 2 most important configurations (11/15 and 29/33). There are delays predicted for the summertime, as the single runway operations will be available only. ATFM measures might be imposed, but the capacity will be managed flexibly. Refer to AIP for dates of modernization. Strong caution required - airport will be unavailable for some periods in September.



Mid- / Long-Term (1 to 15 years) On going / Planned Implementation

date(s) Benefits

Capacity increase of 10% by 2012 (41/46 a/c/h) Expected delay reduction of 30% by 2012

New RET construction (RWY 11) 2010 Reduction of taxi times and airport congestion; Minimum allowed spacing improves capacity

Demand-based capacity system to be introduced.

Continuation of extension and integration of the international terminal

2010-2011


180


Airport Airside Capacity Enhancement (ACE) Implementation Status: The recommendations from the ACE are already being implemented.

Airport is finishing preparation to implement changes in airport layout according to findings. 2nd phase postponed.

Benefits: Better traffic flow and additional capacity offered.

Analysis and Delay Reduction Status: A delay analysis completed during 2008. Full implementation of agreed recommendations is in place.


Local Airport CDM Implementation Status: MoU is signed on March, 2nd, 2009. Project Manager appointed.

“CDM Project Plan" under evaluation

Benefits: Common understanding of the CDM process by all involved partners (PANSA, PPL, LOT, WAS)

Integration of Airports into the network (DPI, FUM) Status: Possibly for 2012

4. TMA / APPROACH


capacity? Yes


TMA will change its boundaries to allow maximum capacity.

5. TRAFFIC MIX



Airport Operator:

Rafal Marczewski - Head of Operational Processes and Implementations Division - r.marczewski@polish-

airports.com ANSP:

Mrs. Hanna Kalita - International Programs Specialist, PANSA - ([email protected])

Mr. Jaroslaw Newinski - Deputy Director Aerodrome Control, PANSA - [email protected]

Mr. Krzysztof Kosarzycki - Head of Warsaw Tower, PANSA - [email protected]


181

ZURICH AIRPORT – ZRH/ LSZH 1. TRAFFIC AND FORECAST

Scenario 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Actual -2.3% 2.8% 3.1% -4.9% Base 2.2% 2.0% 2.6% 2.1% 2.4% High 4.8% 2.5% 3.6% 3.0% 3.0% Low -0.8% 1.0% 1.8% 1.4% 1.6%




TKOF RWY28 LDG RWY14 36 32 66 Y

TKOF RWY10 LDG RWY14 31 30 61

TKOF RWY32/34 LDG RWY28 27 30 57

Additional Information : All concepts outside the best configuration decrease the capacity.





Benefits

2 Rapid Exit Taxiways RWY 28 2011

2 Rapid Exit Taxiways RWY 34 2012

Implement Advanced Surface Movement Guidance and Control System (A-SMGCS) Level 2

2010

No significant increase of capacity is planned within the next years.


182



Analysis and Delay Reduction Status: It has been conducted and showed a Best Practice. The delay code allocation is done collaboratively which is promoted as a “Best Practice” in the delay reduction and mitigation guidelines. Benefits:


Local Airport CDM Implementation Status: Fully implemented but DPI trials continue Integration of Airports into the network (DPI/FUM): Final trial required prior to the full implementation of the DPI message exchange. The required operational procedures and technical adaptations require more time than expected. Operational implementation is expected in 2010.

4. TMA / APPROACH


Yes


P-RNAV transitions have been implemented in April.

Until now no further changes planned.

5. TRAFFIC MIX


No


Airport Operator:

Sonja Zoechling - [email protected] ANSP:

Jonas Wobmann, FMP Manager Skyguide, Zuerich [email protected]


183

ACRONYMS

AAS Advanced Airspace Scheme ACAS Airborne Collision Avoidance System ACC Area Control Centre A-CDM Airport Collaborative Decision Making ACE Airside Capacity Enhancement ACI Airports Association Council ADEP Departure TMA ADES Destination TMA ADQ Aeronautical Information Data Quality ADR Airspace Data Repository ADS-B Automatic Dependent Surveillance-Broadcast AEA Association of European Airlines AENA Spanish Airport and Air Navigation Administration AIM Aeronautical Information Management AIS Aeronautical Information Service AIRAC Aeronautical Information Regulation & Control AIXM Aeronautical Information Exchange Model AMAN Arrival Manager ANM ATFM Notification Message ANSB Air Navigation Services Board ANSP Air Navigation Service Provider ANT (EUROCONTROL) Airspace & Navigation Team AOT (EUROCONTROL) Airport Operations Team APM Approach Path Monitor APP Aerodrome Approach Unit APV Approach with Vertical guidance APW Area Proximity Warning ARN (Vn) ATS Route Network (Version n) A-RNP Advanced Required Navigation Performance ARNVST ATS Route Network Very Short Term ASM Airspace Management ASMSG Airspace Management Sub-Group (of the ANT) ASMGCS Advanced Surface Movement Guidance System ATC Air Traffic Control ATCO Air Traffic Control Officer ATFCM Air Traffic Flow and Capacity Management ATFM Air Traffic Flow Management ATM Air Traffic Management ATSAW Air Traffic Situational Awareness ATS Air Traffic Service ca. approximately CANSO Civil Air Navigation Services Organisation CAPAN (EUROCONTROL) Capacity Analyser


184

CASA Computer-Assisted Slot Algorithm CASCADE Cooperative ATS through Surveillance and Communications Applications Deployed in ECAC CBA Cost Benefit Analysis CBA Cross Border Area CCAMS Centralised SSR Code Assignment and Management System CDA Continuous Descent Approach CDR Conditional Route CDM Collaborative Decision Making CEF Capacity Enhancement Function CFMU (EUROCONTROL) Central Flow Management Unit CIAM CFMU Interface for Airspace Management CNS Communication, Navigation & Surveillance CS European Community Specification CODA (EUROCONTROL) Central Office for Delay Analysis CRAM Conditional Route Availability Message CRCO (EUROCONTROL) Central Route Charges Office DCT Direct DDR Demand Data Repository DFL Division Flight Level DMAN Departure Manager DMEAN Dynamic Management of the European Airspace Network DOP Directors Operations DPI Departure Planning Information DRTF Delay Reduction Task Force EAOG European Airline Operations Group ECAC European Civil Aviation Conference (area) ECIP European Convergence & Implementation Plan eCODA Electronic Central Office of Delay Analysis EGNOS European Geostationary Navigation Overlay Service EHS Enhanced Mode S surveillance ELS Elementary Surveillance (Mode S) ENPRM EUROCONTROL Notice of Proposed Rule-Making ERA European Regional Airlines ESSIP European Single Sky Implementation eTOD Electronic Terrain and Obstacle Data ETS Emissions Trading Scheme EUACA European Union Airport Coordinators Association FAA Federal Aviation Authority FAB Functional Airspace Block FASTI First ATC Support Tools Implementation FDPS Flight Data Processing System FEP Flight Efficiency Plan FIR Flight Information Region FL Flight Level FMP Flow Management Position FRA Free Route Airspace


185

FSR Fuel Saving Route FUA Flexible Use of Airspace FUM Flight Update Message GAT General Air Traffic GBAS Ground Based Augmentation System GNSS Global Navigation Satellite System HIRO High Intensity Runway Operations IACA International Air Carriers Association IATA International Air Transport Association ICAO International Civil Aviation Organisation ICARD ICAO Five-Letter Name-Code And Route Designator System IFPS Initial Flight Plan Processing System IFR Instrument Flight Rules IR (European Commission) Implementing Rule LCIP Local Convergence & Implementation Plan LSSIP Local Single Sky Implementation Plan LVP Low Visibility Procedures MILO Military Liaison Officer MSAW Minimum Safe Altitude Warning MTF Medium Term Traffic Forecast MoU Memorandum of Understanding NAT North Atlantic Track NATS National Air Traffic Services (UK) NDB Non-Directional Beacon NEVAC Network Estimation & Visualisation of ACC Capacity NM Nautical Miles NOP Network Operations Plan NOTAM Notice to Airmen NSA National Supervisory Authority OCG (EUROCONTROL) Operations Consultancy Group OJT On-the-Job Training OLDI On-Line Data Interchange OPSD Operations Division ORCAM Originating Region Code Assignment Method PBN Performance-Based Navigation PC Provisional Council PRC Performance Review Commission PRNAV Precision Area Navigation PRR Performance Review Report PRU Performance Review Unit PIATA Performance Indicators Analysis Tool for Airports Q (1-4) Quarter (first to fourth of the year) R/W Runway RA Resolution Advisory RAD Route Availability Document RET Rapid Exit Taxiway


186

RNAV (Basic) Area Navigation RNDSG Route Network Development Sub-Group (of the ANT) ROT(A) Runway Occupancy Time(for Arrivals) RVSM Reduced Vertical Separation Minima SAAM System for Traffic Assignment & Analysis at Macroscopic Level SARPS (ICAO) Standards and Recommended Practices SCG (EUROCONTROL) Stakeholders Consultation Group SES Single European Sky SESAR Single European Sky ATM Research Programme SID Standard Instrument Departure SNET Safety Net SSR Secondary Surveillance Radar STAR Standard Terminal Arrival Route STATFOR (EUROCONTROL) Statistics & Forecasting STF Short Term Traffic Forecast SWIM System-Wide Information Management TA Terminal Airspace TACC Terminal Airspace Control Centre TACT CFMU Tactical system TAS Terminal Airspace System TMA Terminal Manoeuvring Area (~Terminal Airspace) TMS Traffic Management System TOD Terrain and Obstacle Data TWR Aerodrome Tower Control Unit UAC Upper Area Control Centre UIR Upper Flight Information Region UTC Universal Time Coordinated VCS Voice Communications System VDL VHF Digital Data Link VHF Very High Frequency VOR Very High Frequency Omni-directional Radio Range WIP Work In Progress

EUROCONTROL

June 2010 - © European Organisation for the Safety of Air Navigation (EUROCONTROL)

This document is published by EUROCONTROL for information purposes. It may be copied in

whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used for

commercial purposes (i.e. for financial gain). The information in this document may not be modified

without prior written permission from EUROCONTROL.

www.eurocontrol.int

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European ATM Network Operations Performance Plan Assessment 2011-2014

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